VA-Vol-30-No-3-March-2002
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Transcript of VA-Vol-30-No-3-March-2002
VOL 30 No 3
STRAIGHT amp LEVELlButchjoyce
2 VAA NEWSHG Frautschy
4 MYSTERY PLANEHGFrautschy
6 CAN I JUST MAKE MINE EXPERIMENTAL
joe Norris
8 LITTLE BIG PLANEArtRink
10 THIRTY-THREE AND A HALF HOURS
john M Miller
11 Giles Henderson
12 IT FLEW TOO WELLHankPalmer
14 ITS A STEARMAN ISNT IT
Budd Davisson
20
22 TYPE CLUB NOTES
24 CALENDAR
26 NEW MEMBERS
27 CLASSIFIED ADS
30 VAA MERCHANDISE
Publisher TOM POBEREZNY
Edltor-In-Clder scon SPANGLER
Executive mrector Editor HENRY G FRAUTSCHY
VAA Administrative Assistant THERESA BOOKS
Executive Editor MIKE DIFRISCO
Contributing Editors JOHN UNDERWOOD BUDD DAVISSON
Graphic Designer OLIVIA L PHILLIP
PllOtography Staff JIM KOEPNICK LEEANN ABRAMS
AdvertlslngJEdltorial Assistant ISABELLE WISKE
MARCH 2002
SPORT PILOT NEWLETTER ENCLOSED WITH THIS ISSUE
III WWWVINTAGEAIRCRAFTORG
5 Be EL BY ESPIE BUTCH JOYCE PRESIDENT VINTAGE ASSOCIATION
Sun n Fun Reflections
In March some early flowers start blooming here in North Carolina March also means its time for Norma and me to begin getting ready to attend the Sun n Fun EAA Fly-In at Lakeland Florida This year will be different One of my favorite parts about this great event is the friends you get to see I have always enjoyed the repeated visits during the week with my good friend Leonard McGinty
This year that will not be possishyble Leonard passed away early last month after having a heart attack He was traveling to Martinsville Virginia to pick up an airplane to rebuild a project he and his son were to do together Leonard was always a wonderful southern gentleshyman a great promoter of aviation a strong supporter of the EAA and one of the original founders of what is now the Sun n Fun organization People say that you remember the bad times and not the good onesshywell this will not be the case with Leonard as I only had good times with him Thanks Leonard Our condolences to his wife Lena and the McGinty family
Helen Caruso sent me a note to inform me that Fred Kirk had passed away during the month of Decemshyber Fred was 93 and still actively flying Most of you may remember Fred On the front row of the Anshytique area of EAA AirVenture Oshkosh each year he was the tall thin guy who sat with Helen under the wing of his beautiful red Howard DGA-15 Fred earned his pishylot certificate in 1930
I have started getting ready to atshytend the Sun n Fun EAA Fly-In For
most folks the event is a sure sign that spring is just around the corner Just as I mentioned that the flowers were starting to bloom here the weatherman informed everyone that tonight the temperature would be down to 15 degrees with snow forecast in the mountains of North Carolina I never look for really deshypendable weather until after Easter
Sun n Fun will be the first fly-in where our new added group of airshycraft will be judged Remember weve now added those aircraft manufactured in 1966 to the Conshytemporary judging category Ray Olcott whos in charge of the vinshytage area parking at Sun n Fun is aware of this change and will be welcoming these new aircraft Ray has been a longtime supporter of the vintage aircraft movement A number of years ago he and I served on the EAA AntiqueClassic Board of Directors together He and his wife Jo were key volunteers at EAA AirVenture for many years
Ray now serves as a director for Sun n Fun and Ray and Jo are key volunteers for Sun n Fun Their service to that fly-in EAA and to the Vintage Aircraft Association has been long-running and is very much appreciated
In any event a number of people based at my home airport are preparshying their aircraft for the trip to Florida As I do every year Id ask that each of you approach the coming flyshying season with deliberate planning
When your aircraft has been stored for the winter you should be extra careful when returning your pride and joy back to the airways Extend this level of concern to your
piloting skills too Ive set up the time frame for my annual inspecshytion of the Baron and the Luscombe to be completed during the month of January Then I schedule an inshystrument proficiency checkride in late February I understand there are all kinds of skill levels in our pilot community We all need to take our responsibility to the public seriously and Id like to extend my thanks to each of you in advance for your caushytion in that regard Dust off your aircraft and head to Florida to have some fun in the sun at Sun n Fun I plan on being there to enjoy the time with you
Youll have plenty to see and do plus it will be a prime spot to get up to speed on the FAAs proposed rules regarding the certification of aircraft and airmen for the operation of light-sport aircraft EAA views this NPRM as one of the most important initiatives presented within the past decade and its asked us to include at no additional cost to you or to the Division the EAA Sport Pilot newsletter in the next two issues of Vintage Airplane I urge you to read both newsletters thoroughly and to make appropriate comments about the NPRM to the FAA The newsletshyter is bound in the center of this issue of Vintage Airplane and weve included some additional informashytion within VAA News on page 3
Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all
VINTAGE AIRPLANE
VAA NEWS COMPILED BY HG FRAUTSCHY
EAAs SPIRIT OF ST LOUIS REPLICA IN NATIONAL SPOTshyLIGHT FOR LINDBERGH FLIGHT 75TH ANNIVERSARY
EAAs replica of Charles Lindshyberghs Spirit of St Louis will be in the national spotlight this spring during this years commemorashytion of the 75th anniversary of his historic solo flight from New York to Paris In May 2002 EAAs replica airplane will be part of The Lindbergh Foundations nashytional schedule of events that celebrate the 1927 flight that captured the worlds imaginashytion On May 10-11 the airplane will be in St Louis Missouri to re-create the arrival of the origishynal airplane in that city from Ryan Aircraft Company in San Diego California It will then fly to New York City to participate in re-enactment festivities on May 18-20 marking the 75th annivershysary of Lindberghs departure from New Yorks Roosevelt Field en route to Europe
At the same time a real-time re-creation of Lindberghs 33-12 hour flight will be taking place at the EAA AirVenture Museum in Oshkosh using the museums Operation Aviation flight simulashytors This re-enactment will begin on May 20 and operate continushyously through the night and into the evening of May 21 75 years to the day when Lindbergh touched down at Le Bourget Airshyfield in Paris
There are few events over the past century that completely capshytured the worlds attention as thoroughly as Charles Lindberghs solo flight across the Atlantic said Adam Smith EAA AirVenture Museum director This achieveshyment is something that should be celebrated for what it meant to aviation as well as how it brought the world closer together through
2 MARCH 2002
air travel EAAs commemoration of
Lindberghs flight supported by a grant from the Ryan Foundashytion begins May 4-5 with the opening of the EAA AirVenture Museums Pioneer Airport The Spirit of St Louis replica will be used for flying demonstrations as well as historical presentations on the ground
Following its appearances at St Louis and New York the Spirit replica will stop at the US Air Force Museum in Dayton Ohio (May 25-26) before returning to Oshkosh for EAAs Family Flight and Balloon Festival June 1-2 The aircraft will then travel to West Bend Wisconsin Gune 14-16) a St Louis air show (July 4-7) EAA AirVenture Oshkosh 2002 (July 23-29) Lindberghs boyhood home in Little Falls Minnesota (August 9-11) and the Kansas City Missouri Aviation Expo (August 17)
At the same time more special activities are scheduled at the EAA AirVenture Museum Those include a special screening of the film The Spirit of st Louis starring Jimmy Stewart (May 20) and a Spirit of St Louis ground-school session (October 11-l3) Other activities will be announced as they are finalized
The EAA Aviation Foundation has a long tradition of celebratshying Lindberghs pioneering flight On the 50th anniversary of the journey in 1977 EAAs original Spirit of St Louis replica re-created the North American tour flown by Lindbergh upon his return to America in 1927 On the 60th anshyniversary in 1987 EAAs replica was shipped to Paris and landed at Le Bourget exactly 60 years to the day from when Lindberghs original airplane touched down in Europe
FRONT COVER Well Im pretty sure I saw a Stearman Dave and Peggy Bates earned a ChampionshyCustomized Bronze Lindy at EAA AirVenture Oshkosh 2001 for their beautifully customized Boeing Stearman EAA photo by Jim Koepshynick shot with a Canon EOSIn equipped with an 80-200 mm lens on 100 ASA Fuji slide film EAA Cessna 210 photo plane flown by Bruce Moore
BACK COVER They made only 26 of them and this was one of only three flying in 1994 when EAA photographer Jim Koepnick capshytured this 1964 Champion Lancer restored by Bob Herman Inshytended to be a light inexpensive twin-engine training airplane the Lancer is powered by a pair of 100-hp 0-200 Continental enshygines driving fixed-pitch props Certainly each of EAAs judging categories has its own brand of rare unique airplanes
BUCKS VACATION Our resident sage Buck Hilbert
certainly has earned his editorial stripes over the years and this year he took an extended vacation during the winter months His column will be on hiatus for this issue but don t worry-Im sure hell have plenty to say when he gets back
PRE-1980 EAA MEMORABILIA DONATIONS SOUGHT
Do you have an EAA item or artifact youd like to see expertly preserved and displayed by the world-renowned EAA AirVenture Museum If so the folks at the museum would like to hear from you Our staff is actively solicitshying donations of memorabilia for two purposes to create a special golden anshyniversary display in honor of the 50th AirVenture this summer and to more accurately and authentically docu-
ment the history of EAA for future genshyerations
We are looking for artifacts reshylating to EAA and EAA fly-in conventions in particular those prior to 1980 said Curator of Collections Ron Twellman Items from the very early days of EAA (1953-1970) are especially sought including EAA-reshylated souvenirs clothing (hats jackets T-shirts sweatshirts) and convention-related ephemera (pins patches decals posters)
Items not needed include EAA magashyzinesprograms (unless you have some of the earliest mimeographed Experishymenters from 1953) and trophiesplaques awarded to fly-in participants Because we cannot guarantee the return of unsoshylicited items and are not looking for loaned items please check with Ron beshyfore sending anything to EAA You can reach him at 920426-5917 or via e-mail at rtwellmaneaaorg
FLYING COMMERCIAL TO AIRVENTURE
Special airfare discounts are now available for EAA members and others who plan to attend EAA AirVenture Oshkosh 2002 The 50th annual aviashytion gathering will be held July 23-29 at Wittman Regional Airport in Oshkosh
EAA AirVenture discounts are ava ilshyable from the folJowing airlines (be sure to refer to the proper file number when requesting the discounts)
American (800433-1790) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 10 to August 7 arrival cities are Green Bay Milwaukee and Chicago File No A6072AG
Delta (800241-6760) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 13 to August 5 arrival cities are Appleshyton Milwaukee Chicago (ORO and MOW) and South Bend Indiana File No 185511A
Midwest Express (800452-2022) 8 percent off published fares 60 days in advance is 12 percent off during travel from July 13 to August 5 arrival cities are Appleton and Milwaukee File No CMZ1164
Northwest (800328-1111) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 10 to August 8 arrival cities are Appleshyton Green Bay and Milwaukee File No NYQSS
United (800521-4041) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 13 to August 6 arrival cities are Oshkosh Appleton Milwaukee Green Bay and Chicago File No 501ZR
SOHAVE YOU GOT THE RIGHT STUFF
EAAs Pioneer Airport is seeking qualified tailwheel pilots to volunteer one weekend a month from May to October or several days during the
EAA SPORT PILOT NEWSLETTER Bound in the center of this months
magazine is a special informational
newsletter created and published by EAA
The newsletter the cost of which has
been covered by EAA will help you undershy
stand the many facets of the FAAs
proposed rules regarding the certification
of aircraft and airmen for the operation of
light-sport aircraft While intended to
cover the operation of some homebuilt
and newly certificated aircraft that meet
the specifications of the proposed rule
sections of this proposed rule will allow a
portion of the current fleet of antique and
classic aircraft to be operated under
these new rules For those of us who fly these types of
aircraft and who operate under Part 91
be sure to look at page 7 of the newsletshy
ter and read the short chapter that
discusses the minor changes to other
FAA regulations
We cant stress too strongly the proper answer when referring to the medical reshy
quirements of the proposed sport pilot
certificate Yes there is a requirement
and its tied directly to your ability to hold
a current drivers license and have no exshyisting medical condition that could
preclude your operating any motor vehishy
cle All pilots must adhere to FAR 6153
Prohibition on Operations During Medshyical Deficiency which prohibits pilots
from flying as pilot in command whenever
they know or have reason to know of any
week Adjacent to the EAA Aviation Center in Oshkosh Wisconsin Pioneer Airport re-creates the golden age of avishyation with period hangars clustered around a grass strip and the pilots will be Hying classic vintage aircraft like the Travel Air E-4000 and Waco YKS-7
To be considered pilots must hold a commercial pilot certificate and secshyond-class medical have extensive tailwheel experience and meet EAAs minimum flight experience requireshyments Flight time minimums and volunteer duties are posted on EAAs website at wwweaaorg Ifyoumiddotreinshyterested send your resume to EAA Flight Operations Attn Pioneer Pilot Screening 1145 W 20th Ave Oshkosh WI 54902
medical condition or are taking medicashy
tion or receiving treatment for a medical
condition that would prevent them from
having a safe flight
After the newsletter was printed but
just prior to going to press with this issue
of Vintage Airplane we found an error on
page 4 in the paragraph related to operatshy
ing a light-sport aircraft certificated in a
category not listed on your private pilot
certificate (powered parachute and
weight-shift contrOl) That paragraph
should read
If you want to fly a light-sport aircraft
of a different categoryclass you must
receive and log ground and flight training from a sport pilot instructor and then
complete a proficiency check adminisshy
tered by a different instructor Following
the successful completion of the profishy
ciency check the second instructor will
make a logbook endorsement for the apshy
propriate categoryclass
EAA will also be supplying a copy of
the next issue of the EAA Sport Pilot
newsletter in the April issue of Vintage Airplane In that issue EAA will provide its
evaluation of the NPRM Wed also encourage you to visit EAAs
sport pilot website at wwwsportpilotorg
The NPRM s 90-day comment period
ends on May 6 2002 To make comshyments to the FAA about the NPRM please
follow the guidelines listed on the last
page of the newsletter
VINTAGE AIRPLANE 3
MYSTERY PLA E
BY H G FRA UTSC H Y
While certainly not unknown the December Mystery Plane isnt one you see on the antique fly-in circuit at least not yet Heres our first letter
The December Mystery Plane would appear to be an Alexander Eashyglerock Combo-Wing with a 90-hp OX-5 or 100-hp OXX-6 engine The Alexander Film Company got into the aircraft business when it formed Alexander Aircraft in Denver in April 1925 The Eaglerock designed by Daniel Noonan and assisted by Alshybert Mooney appeared in August 1925 About 455 OX-powered Eagleshyrocks were built by 1928 when the company moved to Colorado Springs Further aircraft appeared with Whirlwind Salmson Hispano
Siemens and Comet engines Alexander went under in 1931
The Eaglerock was the first OX-5 powered lightplane to receive a type certificate The Combo-Wing was cershytificated as ATC No7 in April 1927
Thanks for the fun Just out of cushyriosity how many Eaglerocks still exist
Tomas H Lymburn Princeton Minnesota
According to the FAAs electronic database available at wwwlandshyingscom only two Long- Wings are registered with the last registration activity in the mid-J980s Three Combo-Wings are registered and one of them is in the collection of the Mushyseum ofFlight in Seattle Washington The other two are registered to private
owners and we expect that at least one will be flying in the upper Midshywest As sometimes happens with old type certificates the airplanes in the FAA database don t list Alexander as the manufacturer but rather the last holder of the type certificate Aircraft Mechanics Inc
I realize Im more than late in identifying the Mystery Plane That trick with the door edges is clever I couldnt believe that I would find a combination wing Eaglerock in a Mystery column Doesnt everybody recognize that
But then I thought maybe it could be only me Im old enough-and maybe we have mostly young readshyers That one-a combination wing-was pretty early and was probably manufactured in Engleshywood Colorado before the tragic fire The original design avoided the odd slant of the struts by having a few additional feet on the lower wing And beginning with the Model A it was changed to incorposhyrate a center section and both wings on each side were the same length
Through the 1920s I was growing up in Fort Collins Colorado and was able to visit the fields around Denver and Colorado Springs Go ahead-ask me about an Eaglerock I
MARCH 2002 4
THIS MONTHS MySshyTERY PLANE COMES TO US VIA THE COLLECTION OF JAMES MARTIN OF SOUTH BEND INDIANA
have pictures of most models RH Osborne (Dick) Colorado Springs Colorado
I recently published a book Wings North Wausaus Aviation History which includes information relating to Alexander Eaglerocks in Wisconsin
The Hall Aircraft Corp Wausau was the Eaglerock distributor for all of Wisshyconsin in the late 1920s and I have numerous photographs of their Eagleshyrocks at Wausau Among my collection but not in the book is a photo taken on April 13 1928 of a group of Chrysler Corp executives next to an Eaglerock in exactly the same location in front of the very same hangar as in your photo (left) Mark Hubbard president of Hall Aircraft Corp and AT Tracy sales manager for Hall Garage Inc a Chrysler dealer are briefing them
It appears to me that the man on the left in your photo is Mark Hubbard probably on a sales or delivery trip to Milwaukee
Above my desk I have a framed piece of original fabric with the handshypainted Eaglerock logo salvaged by Irv Hall from the rudder of a damaged Eashyglerock
Robert C Wylie Wausau Wisconsin
MARCH MYSTERY PLANE
SEND YOUR ANSWER TO EAA VINTAGE
AIRPLANE PO Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER NEEDS TO
BE IN NO lATER THAN APRil 10 FOR INshy
CLUSION IN THE JUNE 2002 ISSUE OF
VINTAGE AIRPLANE
You CAN ALSO SEND YOUR RESPONSE
The best reference for Eaglerock history is The A lexander Eaglerock A History of the Alexander A ircraft Company written by Col John A deVries and published by Wolfshygang Publishing Colorado Springs Colorado in 1985 There have been other articles and mentions in several books The Eaglerock can be found in Vol 1 of Juptners US Civil Aircraft The combo-wing Eaglerock received ATC 7 and the long-wing is ATC 8 Later models can be found listed under ATCs 57 5859 139141 and 190 The Noshyvember 1973 issue of EAA Sport Aviation contains an article entishytled An Alexander What by Jack Cox
The Eaglerock is easily identifishyable by the inward slanting wing struts the cowling design enclosing the OX-5 engine which powered most of them and the radiator locashytion under the aft end of the cowling It is identified as a comboshywing because the lower wing panels are shorter than the upper wing All Eaglerock wing panels have a conshystant chord with identical rib sections The only difference is length This approach simplified manufacturing and maintenance
VIA E-MAil SEND YOUR ANSWER TO
vintageeaaorg BE SURE TO INCLUDE BOTH YOUR NAME
AND ADDRESS (ESPECIAllY YOUR CITY AND
STATE) IN THE BODY OF YOUR NOTE AND
PUT (MONTH) MYSTERY PLANE IN THE
SUBJECT LINE
The original wing configuration or long-Wing used 18-foot wing panshyels and because of the 2-foot width of the fuselage at the lower wing atshytach point the overall span for the lower wing was 38 feet while the upper span was 36 feet This proshyvided an excess amount of lift so the lower wing panels were reduced to 16 feet The A model was introshyduced in 1928 and featured a 6-foot center section in the upper wing with the 16-foot outer wing panels then used for both upper and lower wings It could accommodate two people in the front cockpit if you were willing to be friendly enough So technically it can be identified as a three-place airplane
Pete Jansen Seattle Washington
Other correct answers were reshyceived from John Miller Poughkeepsie New York Bill Vogelshysang Madison Wisconsin Mark Weigand Troy Michigan Dave Paulshyley Osage Wyoming Allen Herr Yuba City California Ed Kastner Elma New York George Jevnager Hopkins Minnesota and Tom Hegy Hartford Wisconsin
VINTAGE AIRPLANE 5
On a regular basis here at EAA headquarters memshybers ask us if there is any advantage to converting
their airplane to the experimental category Many aircraft owners have the idea that they will save money if they switch their factoryshybuilt aircraft from standard category to experimental This noshytion no doubt stems from the fact that they see owners of homebuilt aircraft doing their own mainteshynance repairs and inspections or using more modern auto-engine conversions This brings forth the idea that if they converted their standard category aircraft to expershyimental they could save money by reducing maintenance expenses andor taking advantage of modshyern engine technology Actually its not that simple
The fact is there isnt just one experimental category Rather there are several purposes for which the FAA might issue an experimental airworthiness cershytificate One of those purposes is for operating an amateur-built
6 MARCH 2002
aircraft This is the certificate unshyder which homebuilt aircraft are operated There are several other purposes for which an experishymental airworthiness certificate can be issued These include reshysearch and development crew training exhibition air racing market survey and others Each purpose has its own unique charshyacteristics and limitations
In truth there is little benefit to changing from standard to experishymental category Heres why Since the aircraft is factory-built and certificated in standard category it would not be eligible for experishymentalamateur-built status The FAA defines amateur-built aircraft as aircraft in which the major portion has been fabricated and assembled by a person(s) who unshydertook the construction process solely for their own education or recreation A factory-built aircraft does not meet this definition Also amateur-built aircraft cannot have been previously certificated in another category This means that the aircraft would have to be
Its not certificated within one of the other experimental purposes The least restrictive of the available purposes would be exhibition but this purpose still places signifshyicant restrictions on the use of the aircraft
FAA Order 81302D outlines the procedures for certificating aircraft and related products and it conshytains the definition and limitations of various certification categories Section 8 covers operation of airshycraft under the experimental purpose of exhibition and air racshying The description of this certification purpose reads
A certificate for experimental exhibition shall only be issued when an aircraft is to be used for va lid exhibition purposes Inshycluded in those purposes are organized air shows organized air races organized fly-in activishyties organized exhibitions youth education events shopping mallschoolsimilar static disshyplays organized aerobatic competition sail plane fly-ins or competitive races or meets and
E1eri-mental movie or television productions
Youll notice that recreational and cross-country flying are not mentioned
Experimentalexhibition cateshygory is further broken down into four groups identified by Roman numerals I through IV Aircraft that were formerly certificated in standard category fall into Group IV Group IV aircraft will be issued operating limitations that include the following
The proficiency area is limited to non-stop flight that begins and ends at the airport where the airshycraft is based with sufficient fuel reserve to meet the applicable opshyerating rules of Part 91 An alternate airport selection is not available for aircraft in this group (Italics ours)
This means you cannot fly the aircraft to any other airports unshyless it is to an exhibition registered in advance with the FAA You need to submit a program letter to the FAA that lists the exhibitions you wish to attend and you must contact the FAA in advance to fly
to an exhibition that is not listed in your program letter Any flight that is not to from or at one of these exhibitions is a proficiency flight and must be conducted on ly from your home field and you can land on ly at your home field-no $100 hamburger trips for pleasure
Only FAA-certificated mechanshyics with appropriate ratings as authorized by FAR 433 may pershyform inspections required by these operating limitations
Unlike the amateur-built cateshygory where the builder can apply for a repairman certificate that authorizes himher to do condition inspections (basically equivalent to an annual) you will not be authorized to do so on your exhibition aircraft You would need to find a certificated mechanic to do the inspections Further because your aircraft preshyviously held a different category airworthiness certificate all of the maintenance requirements of FAR Part 43 sti ll apply That means you have to have an AampP
JOE NORRIS EAA AVIATION INFORMATION SERVICES
mechanic do the required mainshytenance or supervise you while you do the maintenance on your aircraft just like when it was in standard category
As you can see the experimenshytalexhibition category places significant restrictions on the opshyeration of the aircraft which in turn limits the utility of the airshycraft while offering little if any opportunity for cost savings These limitations also signifishycantly reduce the market value of the aircraft should the owner ever want to sell it and once an airshycraft is removed from standard category it is difficult and expenshysive to move it back For these reasons we do not recommend that you change the certification category of a standard category aircraft unless you truly meet the requirements of experimental exhibition category and the purshypose
Reference FAA Order 81302D in Adobe Acrobat httpav-infoaagovdst81302DC3pdf
VINTAGE AIRPLANE 7
LITTLE BIG PLANE The Rearwin Cloudster only looks big in photos
T HE CLOUDSTER WAS
THE LAST OF A SERIES
OF LITTLE ROUND ENshy
GINE AIRPLANES DESIGNED BY
REARWIN AIRPLANES THE CAA DESshy
IGNATED THE ORIGINAL 1939
CLOUDSTER AS AN 8125 THIS ENTRY
INTO THE MARKET WAS REARWIN S
ATTEMPT TO PROVIDE NEW SIDE-BYshy
SIDE SEATING A FIVE-CYLINDER KEN
ROYCE ENGINE THAT DEVELOPED 90
HP AT 2250 RPM POWERED THE
8125 ONLY ONE WAS PRODUCED
In 1940 Rearwin changed the engine to a seven-cylinder radial and with that came a new designashytion 8135 A seven-cylinder Ken Royce engine that produced 120 hp at 2225 rpm powered the 8135 Cloudsters They had the same sideshyby-side seating but had a sideways facing seat in the rear Some of the 8135 Cloudsters were additionally designated as 8135T denoting a two-place tandem-seat instrument trainer They had an additional inshystrument panel in the back seat for the instructor and a second door for
The seven-cylinder Ken Royce enshygine develops 120 hp at 2225 rpm The radial engine and stout appearshyance give the Cloudster the look of
a small Howard DGA
MARCH 2002
ART R INK
t-----zmiddot------1
r----shy - ----------oshy-shyu middotmiddotshy--------1
Rearwin Cloudster A two to three-place private owner plane with a choice of Ken Royce engines from 90-120 hp Aircraft Yearbook-1941
8
Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown in memshyory of Smilin Jack Mosley and his real-life airplane NC2600
entering and exiting the rear seat My Cloudster NC25545 was a
flying airplane in December 1999 Since I didnt have a hangar at the time I decided to buy some time by having work done to the exterior One thing led to another so over a period of 12 months I had the wood in both wings repaired where needed I also had new leading edges pulleys cables and electrical wiring installed at the same time
Following that over the next six months both the wings and ailerons were covered in Ceconite 102 and finished using Randolphs STC The fuselage was rejuvenated and all the metal parts were stripped and painted with Randolph products The propeller was sent back to Sensenich for a complete overhaul John Talmage the previous owner had rebuilt the engine firewall inteshyriof and instrument panel so I didnt have to rework those items
The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour Since all the control cables have ball bearing pulleys the airplane is a real joy to fly The flight controls are sensitive to light presshysure On the ground the forward visibility is limited but the steerable tail wheel makes it easy to do Sshyturns while taxiing The brakes are mechanical with bronze plates and they work very well The airplane has an empty weight of approxishymately 1200 pounds and a gross weight of 1900 pounds The fuel tanks hold 34 gallons and are fed through a selector valve making the fuel management simple
Of about 120 Cloudsters built you could count the number curshyrently flying on both hands A quick check shows the FAA has 22 of them registered but that many sure arent flying
I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane Best of all the engine makes that incredible throaty sound that only a round enshygine makes The airplane is pure fun I look forward to each weekend
VINTAGE AIRPLANE 9
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
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airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE wwwairolanetshirtscom
1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
Originol Nieuport 28 restoreli by Vinloge Aviotion srvic
PRIME C LASSIFI ED R EAL ESTATE
AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
1 0000+ IMPRESSIONS
CALL JULI E AT EAA HQ
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FOR MORE IN FO
Want to see your plane or pearis of wisdom in print
Write an article for VINTAGE AIRPLANE
Were always looking for technical articles and photos of your latest restoration We cant offer you money but we can make you a hero
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Send your submissions to
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For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
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Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
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No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
5 Be EL BY ESPIE BUTCH JOYCE PRESIDENT VINTAGE ASSOCIATION
Sun n Fun Reflections
In March some early flowers start blooming here in North Carolina March also means its time for Norma and me to begin getting ready to attend the Sun n Fun EAA Fly-In at Lakeland Florida This year will be different One of my favorite parts about this great event is the friends you get to see I have always enjoyed the repeated visits during the week with my good friend Leonard McGinty
This year that will not be possishyble Leonard passed away early last month after having a heart attack He was traveling to Martinsville Virginia to pick up an airplane to rebuild a project he and his son were to do together Leonard was always a wonderful southern gentleshyman a great promoter of aviation a strong supporter of the EAA and one of the original founders of what is now the Sun n Fun organization People say that you remember the bad times and not the good onesshywell this will not be the case with Leonard as I only had good times with him Thanks Leonard Our condolences to his wife Lena and the McGinty family
Helen Caruso sent me a note to inform me that Fred Kirk had passed away during the month of Decemshyber Fred was 93 and still actively flying Most of you may remember Fred On the front row of the Anshytique area of EAA AirVenture Oshkosh each year he was the tall thin guy who sat with Helen under the wing of his beautiful red Howard DGA-15 Fred earned his pishylot certificate in 1930
I have started getting ready to atshytend the Sun n Fun EAA Fly-In For
most folks the event is a sure sign that spring is just around the corner Just as I mentioned that the flowers were starting to bloom here the weatherman informed everyone that tonight the temperature would be down to 15 degrees with snow forecast in the mountains of North Carolina I never look for really deshypendable weather until after Easter
Sun n Fun will be the first fly-in where our new added group of airshycraft will be judged Remember weve now added those aircraft manufactured in 1966 to the Conshytemporary judging category Ray Olcott whos in charge of the vinshytage area parking at Sun n Fun is aware of this change and will be welcoming these new aircraft Ray has been a longtime supporter of the vintage aircraft movement A number of years ago he and I served on the EAA AntiqueClassic Board of Directors together He and his wife Jo were key volunteers at EAA AirVenture for many years
Ray now serves as a director for Sun n Fun and Ray and Jo are key volunteers for Sun n Fun Their service to that fly-in EAA and to the Vintage Aircraft Association has been long-running and is very much appreciated
In any event a number of people based at my home airport are preparshying their aircraft for the trip to Florida As I do every year Id ask that each of you approach the coming flyshying season with deliberate planning
When your aircraft has been stored for the winter you should be extra careful when returning your pride and joy back to the airways Extend this level of concern to your
piloting skills too Ive set up the time frame for my annual inspecshytion of the Baron and the Luscombe to be completed during the month of January Then I schedule an inshystrument proficiency checkride in late February I understand there are all kinds of skill levels in our pilot community We all need to take our responsibility to the public seriously and Id like to extend my thanks to each of you in advance for your caushytion in that regard Dust off your aircraft and head to Florida to have some fun in the sun at Sun n Fun I plan on being there to enjoy the time with you
Youll have plenty to see and do plus it will be a prime spot to get up to speed on the FAAs proposed rules regarding the certification of aircraft and airmen for the operation of light-sport aircraft EAA views this NPRM as one of the most important initiatives presented within the past decade and its asked us to include at no additional cost to you or to the Division the EAA Sport Pilot newsletter in the next two issues of Vintage Airplane I urge you to read both newsletters thoroughly and to make appropriate comments about the NPRM to the FAA The newsletshyter is bound in the center of this issue of Vintage Airplane and weve included some additional informashytion within VAA News on page 3
Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all
VINTAGE AIRPLANE
VAA NEWS COMPILED BY HG FRAUTSCHY
EAAs SPIRIT OF ST LOUIS REPLICA IN NATIONAL SPOTshyLIGHT FOR LINDBERGH FLIGHT 75TH ANNIVERSARY
EAAs replica of Charles Lindshyberghs Spirit of St Louis will be in the national spotlight this spring during this years commemorashytion of the 75th anniversary of his historic solo flight from New York to Paris In May 2002 EAAs replica airplane will be part of The Lindbergh Foundations nashytional schedule of events that celebrate the 1927 flight that captured the worlds imaginashytion On May 10-11 the airplane will be in St Louis Missouri to re-create the arrival of the origishynal airplane in that city from Ryan Aircraft Company in San Diego California It will then fly to New York City to participate in re-enactment festivities on May 18-20 marking the 75th annivershysary of Lindberghs departure from New Yorks Roosevelt Field en route to Europe
At the same time a real-time re-creation of Lindberghs 33-12 hour flight will be taking place at the EAA AirVenture Museum in Oshkosh using the museums Operation Aviation flight simulashytors This re-enactment will begin on May 20 and operate continushyously through the night and into the evening of May 21 75 years to the day when Lindbergh touched down at Le Bourget Airshyfield in Paris
There are few events over the past century that completely capshytured the worlds attention as thoroughly as Charles Lindberghs solo flight across the Atlantic said Adam Smith EAA AirVenture Museum director This achieveshyment is something that should be celebrated for what it meant to aviation as well as how it brought the world closer together through
2 MARCH 2002
air travel EAAs commemoration of
Lindberghs flight supported by a grant from the Ryan Foundashytion begins May 4-5 with the opening of the EAA AirVenture Museums Pioneer Airport The Spirit of St Louis replica will be used for flying demonstrations as well as historical presentations on the ground
Following its appearances at St Louis and New York the Spirit replica will stop at the US Air Force Museum in Dayton Ohio (May 25-26) before returning to Oshkosh for EAAs Family Flight and Balloon Festival June 1-2 The aircraft will then travel to West Bend Wisconsin Gune 14-16) a St Louis air show (July 4-7) EAA AirVenture Oshkosh 2002 (July 23-29) Lindberghs boyhood home in Little Falls Minnesota (August 9-11) and the Kansas City Missouri Aviation Expo (August 17)
At the same time more special activities are scheduled at the EAA AirVenture Museum Those include a special screening of the film The Spirit of st Louis starring Jimmy Stewart (May 20) and a Spirit of St Louis ground-school session (October 11-l3) Other activities will be announced as they are finalized
The EAA Aviation Foundation has a long tradition of celebratshying Lindberghs pioneering flight On the 50th anniversary of the journey in 1977 EAAs original Spirit of St Louis replica re-created the North American tour flown by Lindbergh upon his return to America in 1927 On the 60th anshyniversary in 1987 EAAs replica was shipped to Paris and landed at Le Bourget exactly 60 years to the day from when Lindberghs original airplane touched down in Europe
FRONT COVER Well Im pretty sure I saw a Stearman Dave and Peggy Bates earned a ChampionshyCustomized Bronze Lindy at EAA AirVenture Oshkosh 2001 for their beautifully customized Boeing Stearman EAA photo by Jim Koepshynick shot with a Canon EOSIn equipped with an 80-200 mm lens on 100 ASA Fuji slide film EAA Cessna 210 photo plane flown by Bruce Moore
BACK COVER They made only 26 of them and this was one of only three flying in 1994 when EAA photographer Jim Koepnick capshytured this 1964 Champion Lancer restored by Bob Herman Inshytended to be a light inexpensive twin-engine training airplane the Lancer is powered by a pair of 100-hp 0-200 Continental enshygines driving fixed-pitch props Certainly each of EAAs judging categories has its own brand of rare unique airplanes
BUCKS VACATION Our resident sage Buck Hilbert
certainly has earned his editorial stripes over the years and this year he took an extended vacation during the winter months His column will be on hiatus for this issue but don t worry-Im sure hell have plenty to say when he gets back
PRE-1980 EAA MEMORABILIA DONATIONS SOUGHT
Do you have an EAA item or artifact youd like to see expertly preserved and displayed by the world-renowned EAA AirVenture Museum If so the folks at the museum would like to hear from you Our staff is actively solicitshying donations of memorabilia for two purposes to create a special golden anshyniversary display in honor of the 50th AirVenture this summer and to more accurately and authentically docu-
ment the history of EAA for future genshyerations
We are looking for artifacts reshylating to EAA and EAA fly-in conventions in particular those prior to 1980 said Curator of Collections Ron Twellman Items from the very early days of EAA (1953-1970) are especially sought including EAA-reshylated souvenirs clothing (hats jackets T-shirts sweatshirts) and convention-related ephemera (pins patches decals posters)
Items not needed include EAA magashyzinesprograms (unless you have some of the earliest mimeographed Experishymenters from 1953) and trophiesplaques awarded to fly-in participants Because we cannot guarantee the return of unsoshylicited items and are not looking for loaned items please check with Ron beshyfore sending anything to EAA You can reach him at 920426-5917 or via e-mail at rtwellmaneaaorg
FLYING COMMERCIAL TO AIRVENTURE
Special airfare discounts are now available for EAA members and others who plan to attend EAA AirVenture Oshkosh 2002 The 50th annual aviashytion gathering will be held July 23-29 at Wittman Regional Airport in Oshkosh
EAA AirVenture discounts are ava ilshyable from the folJowing airlines (be sure to refer to the proper file number when requesting the discounts)
American (800433-1790) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 10 to August 7 arrival cities are Green Bay Milwaukee and Chicago File No A6072AG
Delta (800241-6760) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 13 to August 5 arrival cities are Appleshyton Milwaukee Chicago (ORO and MOW) and South Bend Indiana File No 185511A
Midwest Express (800452-2022) 8 percent off published fares 60 days in advance is 12 percent off during travel from July 13 to August 5 arrival cities are Appleton and Milwaukee File No CMZ1164
Northwest (800328-1111) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 10 to August 8 arrival cities are Appleshyton Green Bay and Milwaukee File No NYQSS
United (800521-4041) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 13 to August 6 arrival cities are Oshkosh Appleton Milwaukee Green Bay and Chicago File No 501ZR
SOHAVE YOU GOT THE RIGHT STUFF
EAAs Pioneer Airport is seeking qualified tailwheel pilots to volunteer one weekend a month from May to October or several days during the
EAA SPORT PILOT NEWSLETTER Bound in the center of this months
magazine is a special informational
newsletter created and published by EAA
The newsletter the cost of which has
been covered by EAA will help you undershy
stand the many facets of the FAAs
proposed rules regarding the certification
of aircraft and airmen for the operation of
light-sport aircraft While intended to
cover the operation of some homebuilt
and newly certificated aircraft that meet
the specifications of the proposed rule
sections of this proposed rule will allow a
portion of the current fleet of antique and
classic aircraft to be operated under
these new rules For those of us who fly these types of
aircraft and who operate under Part 91
be sure to look at page 7 of the newsletshy
ter and read the short chapter that
discusses the minor changes to other
FAA regulations
We cant stress too strongly the proper answer when referring to the medical reshy
quirements of the proposed sport pilot
certificate Yes there is a requirement
and its tied directly to your ability to hold
a current drivers license and have no exshyisting medical condition that could
preclude your operating any motor vehishy
cle All pilots must adhere to FAR 6153
Prohibition on Operations During Medshyical Deficiency which prohibits pilots
from flying as pilot in command whenever
they know or have reason to know of any
week Adjacent to the EAA Aviation Center in Oshkosh Wisconsin Pioneer Airport re-creates the golden age of avishyation with period hangars clustered around a grass strip and the pilots will be Hying classic vintage aircraft like the Travel Air E-4000 and Waco YKS-7
To be considered pilots must hold a commercial pilot certificate and secshyond-class medical have extensive tailwheel experience and meet EAAs minimum flight experience requireshyments Flight time minimums and volunteer duties are posted on EAAs website at wwweaaorg Ifyoumiddotreinshyterested send your resume to EAA Flight Operations Attn Pioneer Pilot Screening 1145 W 20th Ave Oshkosh WI 54902
medical condition or are taking medicashy
tion or receiving treatment for a medical
condition that would prevent them from
having a safe flight
After the newsletter was printed but
just prior to going to press with this issue
of Vintage Airplane we found an error on
page 4 in the paragraph related to operatshy
ing a light-sport aircraft certificated in a
category not listed on your private pilot
certificate (powered parachute and
weight-shift contrOl) That paragraph
should read
If you want to fly a light-sport aircraft
of a different categoryclass you must
receive and log ground and flight training from a sport pilot instructor and then
complete a proficiency check adminisshy
tered by a different instructor Following
the successful completion of the profishy
ciency check the second instructor will
make a logbook endorsement for the apshy
propriate categoryclass
EAA will also be supplying a copy of
the next issue of the EAA Sport Pilot
newsletter in the April issue of Vintage Airplane In that issue EAA will provide its
evaluation of the NPRM Wed also encourage you to visit EAAs
sport pilot website at wwwsportpilotorg
The NPRM s 90-day comment period
ends on May 6 2002 To make comshyments to the FAA about the NPRM please
follow the guidelines listed on the last
page of the newsletter
VINTAGE AIRPLANE 3
MYSTERY PLA E
BY H G FRA UTSC H Y
While certainly not unknown the December Mystery Plane isnt one you see on the antique fly-in circuit at least not yet Heres our first letter
The December Mystery Plane would appear to be an Alexander Eashyglerock Combo-Wing with a 90-hp OX-5 or 100-hp OXX-6 engine The Alexander Film Company got into the aircraft business when it formed Alexander Aircraft in Denver in April 1925 The Eaglerock designed by Daniel Noonan and assisted by Alshybert Mooney appeared in August 1925 About 455 OX-powered Eagleshyrocks were built by 1928 when the company moved to Colorado Springs Further aircraft appeared with Whirlwind Salmson Hispano
Siemens and Comet engines Alexander went under in 1931
The Eaglerock was the first OX-5 powered lightplane to receive a type certificate The Combo-Wing was cershytificated as ATC No7 in April 1927
Thanks for the fun Just out of cushyriosity how many Eaglerocks still exist
Tomas H Lymburn Princeton Minnesota
According to the FAAs electronic database available at wwwlandshyingscom only two Long- Wings are registered with the last registration activity in the mid-J980s Three Combo-Wings are registered and one of them is in the collection of the Mushyseum ofFlight in Seattle Washington The other two are registered to private
owners and we expect that at least one will be flying in the upper Midshywest As sometimes happens with old type certificates the airplanes in the FAA database don t list Alexander as the manufacturer but rather the last holder of the type certificate Aircraft Mechanics Inc
I realize Im more than late in identifying the Mystery Plane That trick with the door edges is clever I couldnt believe that I would find a combination wing Eaglerock in a Mystery column Doesnt everybody recognize that
But then I thought maybe it could be only me Im old enough-and maybe we have mostly young readshyers That one-a combination wing-was pretty early and was probably manufactured in Engleshywood Colorado before the tragic fire The original design avoided the odd slant of the struts by having a few additional feet on the lower wing And beginning with the Model A it was changed to incorposhyrate a center section and both wings on each side were the same length
Through the 1920s I was growing up in Fort Collins Colorado and was able to visit the fields around Denver and Colorado Springs Go ahead-ask me about an Eaglerock I
MARCH 2002 4
THIS MONTHS MySshyTERY PLANE COMES TO US VIA THE COLLECTION OF JAMES MARTIN OF SOUTH BEND INDIANA
have pictures of most models RH Osborne (Dick) Colorado Springs Colorado
I recently published a book Wings North Wausaus Aviation History which includes information relating to Alexander Eaglerocks in Wisconsin
The Hall Aircraft Corp Wausau was the Eaglerock distributor for all of Wisshyconsin in the late 1920s and I have numerous photographs of their Eagleshyrocks at Wausau Among my collection but not in the book is a photo taken on April 13 1928 of a group of Chrysler Corp executives next to an Eaglerock in exactly the same location in front of the very same hangar as in your photo (left) Mark Hubbard president of Hall Aircraft Corp and AT Tracy sales manager for Hall Garage Inc a Chrysler dealer are briefing them
It appears to me that the man on the left in your photo is Mark Hubbard probably on a sales or delivery trip to Milwaukee
Above my desk I have a framed piece of original fabric with the handshypainted Eaglerock logo salvaged by Irv Hall from the rudder of a damaged Eashyglerock
Robert C Wylie Wausau Wisconsin
MARCH MYSTERY PLANE
SEND YOUR ANSWER TO EAA VINTAGE
AIRPLANE PO Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER NEEDS TO
BE IN NO lATER THAN APRil 10 FOR INshy
CLUSION IN THE JUNE 2002 ISSUE OF
VINTAGE AIRPLANE
You CAN ALSO SEND YOUR RESPONSE
The best reference for Eaglerock history is The A lexander Eaglerock A History of the Alexander A ircraft Company written by Col John A deVries and published by Wolfshygang Publishing Colorado Springs Colorado in 1985 There have been other articles and mentions in several books The Eaglerock can be found in Vol 1 of Juptners US Civil Aircraft The combo-wing Eaglerock received ATC 7 and the long-wing is ATC 8 Later models can be found listed under ATCs 57 5859 139141 and 190 The Noshyvember 1973 issue of EAA Sport Aviation contains an article entishytled An Alexander What by Jack Cox
The Eaglerock is easily identifishyable by the inward slanting wing struts the cowling design enclosing the OX-5 engine which powered most of them and the radiator locashytion under the aft end of the cowling It is identified as a comboshywing because the lower wing panels are shorter than the upper wing All Eaglerock wing panels have a conshystant chord with identical rib sections The only difference is length This approach simplified manufacturing and maintenance
VIA E-MAil SEND YOUR ANSWER TO
vintageeaaorg BE SURE TO INCLUDE BOTH YOUR NAME
AND ADDRESS (ESPECIAllY YOUR CITY AND
STATE) IN THE BODY OF YOUR NOTE AND
PUT (MONTH) MYSTERY PLANE IN THE
SUBJECT LINE
The original wing configuration or long-Wing used 18-foot wing panshyels and because of the 2-foot width of the fuselage at the lower wing atshytach point the overall span for the lower wing was 38 feet while the upper span was 36 feet This proshyvided an excess amount of lift so the lower wing panels were reduced to 16 feet The A model was introshyduced in 1928 and featured a 6-foot center section in the upper wing with the 16-foot outer wing panels then used for both upper and lower wings It could accommodate two people in the front cockpit if you were willing to be friendly enough So technically it can be identified as a three-place airplane
Pete Jansen Seattle Washington
Other correct answers were reshyceived from John Miller Poughkeepsie New York Bill Vogelshysang Madison Wisconsin Mark Weigand Troy Michigan Dave Paulshyley Osage Wyoming Allen Herr Yuba City California Ed Kastner Elma New York George Jevnager Hopkins Minnesota and Tom Hegy Hartford Wisconsin
VINTAGE AIRPLANE 5
On a regular basis here at EAA headquarters memshybers ask us if there is any advantage to converting
their airplane to the experimental category Many aircraft owners have the idea that they will save money if they switch their factoryshybuilt aircraft from standard category to experimental This noshytion no doubt stems from the fact that they see owners of homebuilt aircraft doing their own mainteshynance repairs and inspections or using more modern auto-engine conversions This brings forth the idea that if they converted their standard category aircraft to expershyimental they could save money by reducing maintenance expenses andor taking advantage of modshyern engine technology Actually its not that simple
The fact is there isnt just one experimental category Rather there are several purposes for which the FAA might issue an experimental airworthiness cershytificate One of those purposes is for operating an amateur-built
6 MARCH 2002
aircraft This is the certificate unshyder which homebuilt aircraft are operated There are several other purposes for which an experishymental airworthiness certificate can be issued These include reshysearch and development crew training exhibition air racing market survey and others Each purpose has its own unique charshyacteristics and limitations
In truth there is little benefit to changing from standard to experishymental category Heres why Since the aircraft is factory-built and certificated in standard category it would not be eligible for experishymentalamateur-built status The FAA defines amateur-built aircraft as aircraft in which the major portion has been fabricated and assembled by a person(s) who unshydertook the construction process solely for their own education or recreation A factory-built aircraft does not meet this definition Also amateur-built aircraft cannot have been previously certificated in another category This means that the aircraft would have to be
Its not certificated within one of the other experimental purposes The least restrictive of the available purposes would be exhibition but this purpose still places signifshyicant restrictions on the use of the aircraft
FAA Order 81302D outlines the procedures for certificating aircraft and related products and it conshytains the definition and limitations of various certification categories Section 8 covers operation of airshycraft under the experimental purpose of exhibition and air racshying The description of this certification purpose reads
A certificate for experimental exhibition shall only be issued when an aircraft is to be used for va lid exhibition purposes Inshycluded in those purposes are organized air shows organized air races organized fly-in activishyties organized exhibitions youth education events shopping mallschoolsimilar static disshyplays organized aerobatic competition sail plane fly-ins or competitive races or meets and
E1eri-mental movie or television productions
Youll notice that recreational and cross-country flying are not mentioned
Experimentalexhibition cateshygory is further broken down into four groups identified by Roman numerals I through IV Aircraft that were formerly certificated in standard category fall into Group IV Group IV aircraft will be issued operating limitations that include the following
The proficiency area is limited to non-stop flight that begins and ends at the airport where the airshycraft is based with sufficient fuel reserve to meet the applicable opshyerating rules of Part 91 An alternate airport selection is not available for aircraft in this group (Italics ours)
This means you cannot fly the aircraft to any other airports unshyless it is to an exhibition registered in advance with the FAA You need to submit a program letter to the FAA that lists the exhibitions you wish to attend and you must contact the FAA in advance to fly
to an exhibition that is not listed in your program letter Any flight that is not to from or at one of these exhibitions is a proficiency flight and must be conducted on ly from your home field and you can land on ly at your home field-no $100 hamburger trips for pleasure
Only FAA-certificated mechanshyics with appropriate ratings as authorized by FAR 433 may pershyform inspections required by these operating limitations
Unlike the amateur-built cateshygory where the builder can apply for a repairman certificate that authorizes himher to do condition inspections (basically equivalent to an annual) you will not be authorized to do so on your exhibition aircraft You would need to find a certificated mechanic to do the inspections Further because your aircraft preshyviously held a different category airworthiness certificate all of the maintenance requirements of FAR Part 43 sti ll apply That means you have to have an AampP
JOE NORRIS EAA AVIATION INFORMATION SERVICES
mechanic do the required mainshytenance or supervise you while you do the maintenance on your aircraft just like when it was in standard category
As you can see the experimenshytalexhibition category places significant restrictions on the opshyeration of the aircraft which in turn limits the utility of the airshycraft while offering little if any opportunity for cost savings These limitations also signifishycantly reduce the market value of the aircraft should the owner ever want to sell it and once an airshycraft is removed from standard category it is difficult and expenshysive to move it back For these reasons we do not recommend that you change the certification category of a standard category aircraft unless you truly meet the requirements of experimental exhibition category and the purshypose
Reference FAA Order 81302D in Adobe Acrobat httpav-infoaagovdst81302DC3pdf
VINTAGE AIRPLANE 7
LITTLE BIG PLANE The Rearwin Cloudster only looks big in photos
T HE CLOUDSTER WAS
THE LAST OF A SERIES
OF LITTLE ROUND ENshy
GINE AIRPLANES DESIGNED BY
REARWIN AIRPLANES THE CAA DESshy
IGNATED THE ORIGINAL 1939
CLOUDSTER AS AN 8125 THIS ENTRY
INTO THE MARKET WAS REARWIN S
ATTEMPT TO PROVIDE NEW SIDE-BYshy
SIDE SEATING A FIVE-CYLINDER KEN
ROYCE ENGINE THAT DEVELOPED 90
HP AT 2250 RPM POWERED THE
8125 ONLY ONE WAS PRODUCED
In 1940 Rearwin changed the engine to a seven-cylinder radial and with that came a new designashytion 8135 A seven-cylinder Ken Royce engine that produced 120 hp at 2225 rpm powered the 8135 Cloudsters They had the same sideshyby-side seating but had a sideways facing seat in the rear Some of the 8135 Cloudsters were additionally designated as 8135T denoting a two-place tandem-seat instrument trainer They had an additional inshystrument panel in the back seat for the instructor and a second door for
The seven-cylinder Ken Royce enshygine develops 120 hp at 2225 rpm The radial engine and stout appearshyance give the Cloudster the look of
a small Howard DGA
MARCH 2002
ART R INK
t-----zmiddot------1
r----shy - ----------oshy-shyu middotmiddotshy--------1
Rearwin Cloudster A two to three-place private owner plane with a choice of Ken Royce engines from 90-120 hp Aircraft Yearbook-1941
8
Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown in memshyory of Smilin Jack Mosley and his real-life airplane NC2600
entering and exiting the rear seat My Cloudster NC25545 was a
flying airplane in December 1999 Since I didnt have a hangar at the time I decided to buy some time by having work done to the exterior One thing led to another so over a period of 12 months I had the wood in both wings repaired where needed I also had new leading edges pulleys cables and electrical wiring installed at the same time
Following that over the next six months both the wings and ailerons were covered in Ceconite 102 and finished using Randolphs STC The fuselage was rejuvenated and all the metal parts were stripped and painted with Randolph products The propeller was sent back to Sensenich for a complete overhaul John Talmage the previous owner had rebuilt the engine firewall inteshyriof and instrument panel so I didnt have to rework those items
The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour Since all the control cables have ball bearing pulleys the airplane is a real joy to fly The flight controls are sensitive to light presshysure On the ground the forward visibility is limited but the steerable tail wheel makes it easy to do Sshyturns while taxiing The brakes are mechanical with bronze plates and they work very well The airplane has an empty weight of approxishymately 1200 pounds and a gross weight of 1900 pounds The fuel tanks hold 34 gallons and are fed through a selector valve making the fuel management simple
Of about 120 Cloudsters built you could count the number curshyrently flying on both hands A quick check shows the FAA has 22 of them registered but that many sure arent flying
I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane Best of all the engine makes that incredible throaty sound that only a round enshygine makes The airplane is pure fun I look forward to each weekend
VINTAGE AIRPLANE 9
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
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Fabric Selection Guide showing actual sample colors and styles of materials $300
airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
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THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
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Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
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Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
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Send your submissions to
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For pointers on fonnat and gt content feel free to call
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VINTAGE AIRPLANE 27
bull
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Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
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Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
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- Bill Cullere
The best is affordable
Give AUA a call - its FREE
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Remember Were Better Togetherl
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VAA NEWS COMPILED BY HG FRAUTSCHY
EAAs SPIRIT OF ST LOUIS REPLICA IN NATIONAL SPOTshyLIGHT FOR LINDBERGH FLIGHT 75TH ANNIVERSARY
EAAs replica of Charles Lindshyberghs Spirit of St Louis will be in the national spotlight this spring during this years commemorashytion of the 75th anniversary of his historic solo flight from New York to Paris In May 2002 EAAs replica airplane will be part of The Lindbergh Foundations nashytional schedule of events that celebrate the 1927 flight that captured the worlds imaginashytion On May 10-11 the airplane will be in St Louis Missouri to re-create the arrival of the origishynal airplane in that city from Ryan Aircraft Company in San Diego California It will then fly to New York City to participate in re-enactment festivities on May 18-20 marking the 75th annivershysary of Lindberghs departure from New Yorks Roosevelt Field en route to Europe
At the same time a real-time re-creation of Lindberghs 33-12 hour flight will be taking place at the EAA AirVenture Museum in Oshkosh using the museums Operation Aviation flight simulashytors This re-enactment will begin on May 20 and operate continushyously through the night and into the evening of May 21 75 years to the day when Lindbergh touched down at Le Bourget Airshyfield in Paris
There are few events over the past century that completely capshytured the worlds attention as thoroughly as Charles Lindberghs solo flight across the Atlantic said Adam Smith EAA AirVenture Museum director This achieveshyment is something that should be celebrated for what it meant to aviation as well as how it brought the world closer together through
2 MARCH 2002
air travel EAAs commemoration of
Lindberghs flight supported by a grant from the Ryan Foundashytion begins May 4-5 with the opening of the EAA AirVenture Museums Pioneer Airport The Spirit of St Louis replica will be used for flying demonstrations as well as historical presentations on the ground
Following its appearances at St Louis and New York the Spirit replica will stop at the US Air Force Museum in Dayton Ohio (May 25-26) before returning to Oshkosh for EAAs Family Flight and Balloon Festival June 1-2 The aircraft will then travel to West Bend Wisconsin Gune 14-16) a St Louis air show (July 4-7) EAA AirVenture Oshkosh 2002 (July 23-29) Lindberghs boyhood home in Little Falls Minnesota (August 9-11) and the Kansas City Missouri Aviation Expo (August 17)
At the same time more special activities are scheduled at the EAA AirVenture Museum Those include a special screening of the film The Spirit of st Louis starring Jimmy Stewart (May 20) and a Spirit of St Louis ground-school session (October 11-l3) Other activities will be announced as they are finalized
The EAA Aviation Foundation has a long tradition of celebratshying Lindberghs pioneering flight On the 50th anniversary of the journey in 1977 EAAs original Spirit of St Louis replica re-created the North American tour flown by Lindbergh upon his return to America in 1927 On the 60th anshyniversary in 1987 EAAs replica was shipped to Paris and landed at Le Bourget exactly 60 years to the day from when Lindberghs original airplane touched down in Europe
FRONT COVER Well Im pretty sure I saw a Stearman Dave and Peggy Bates earned a ChampionshyCustomized Bronze Lindy at EAA AirVenture Oshkosh 2001 for their beautifully customized Boeing Stearman EAA photo by Jim Koepshynick shot with a Canon EOSIn equipped with an 80-200 mm lens on 100 ASA Fuji slide film EAA Cessna 210 photo plane flown by Bruce Moore
BACK COVER They made only 26 of them and this was one of only three flying in 1994 when EAA photographer Jim Koepnick capshytured this 1964 Champion Lancer restored by Bob Herman Inshytended to be a light inexpensive twin-engine training airplane the Lancer is powered by a pair of 100-hp 0-200 Continental enshygines driving fixed-pitch props Certainly each of EAAs judging categories has its own brand of rare unique airplanes
BUCKS VACATION Our resident sage Buck Hilbert
certainly has earned his editorial stripes over the years and this year he took an extended vacation during the winter months His column will be on hiatus for this issue but don t worry-Im sure hell have plenty to say when he gets back
PRE-1980 EAA MEMORABILIA DONATIONS SOUGHT
Do you have an EAA item or artifact youd like to see expertly preserved and displayed by the world-renowned EAA AirVenture Museum If so the folks at the museum would like to hear from you Our staff is actively solicitshying donations of memorabilia for two purposes to create a special golden anshyniversary display in honor of the 50th AirVenture this summer and to more accurately and authentically docu-
ment the history of EAA for future genshyerations
We are looking for artifacts reshylating to EAA and EAA fly-in conventions in particular those prior to 1980 said Curator of Collections Ron Twellman Items from the very early days of EAA (1953-1970) are especially sought including EAA-reshylated souvenirs clothing (hats jackets T-shirts sweatshirts) and convention-related ephemera (pins patches decals posters)
Items not needed include EAA magashyzinesprograms (unless you have some of the earliest mimeographed Experishymenters from 1953) and trophiesplaques awarded to fly-in participants Because we cannot guarantee the return of unsoshylicited items and are not looking for loaned items please check with Ron beshyfore sending anything to EAA You can reach him at 920426-5917 or via e-mail at rtwellmaneaaorg
FLYING COMMERCIAL TO AIRVENTURE
Special airfare discounts are now available for EAA members and others who plan to attend EAA AirVenture Oshkosh 2002 The 50th annual aviashytion gathering will be held July 23-29 at Wittman Regional Airport in Oshkosh
EAA AirVenture discounts are ava ilshyable from the folJowing airlines (be sure to refer to the proper file number when requesting the discounts)
American (800433-1790) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 10 to August 7 arrival cities are Green Bay Milwaukee and Chicago File No A6072AG
Delta (800241-6760) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 13 to August 5 arrival cities are Appleshyton Milwaukee Chicago (ORO and MOW) and South Bend Indiana File No 185511A
Midwest Express (800452-2022) 8 percent off published fares 60 days in advance is 12 percent off during travel from July 13 to August 5 arrival cities are Appleton and Milwaukee File No CMZ1164
Northwest (800328-1111) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 10 to August 8 arrival cities are Appleshyton Green Bay and Milwaukee File No NYQSS
United (800521-4041) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 13 to August 6 arrival cities are Oshkosh Appleton Milwaukee Green Bay and Chicago File No 501ZR
SOHAVE YOU GOT THE RIGHT STUFF
EAAs Pioneer Airport is seeking qualified tailwheel pilots to volunteer one weekend a month from May to October or several days during the
EAA SPORT PILOT NEWSLETTER Bound in the center of this months
magazine is a special informational
newsletter created and published by EAA
The newsletter the cost of which has
been covered by EAA will help you undershy
stand the many facets of the FAAs
proposed rules regarding the certification
of aircraft and airmen for the operation of
light-sport aircraft While intended to
cover the operation of some homebuilt
and newly certificated aircraft that meet
the specifications of the proposed rule
sections of this proposed rule will allow a
portion of the current fleet of antique and
classic aircraft to be operated under
these new rules For those of us who fly these types of
aircraft and who operate under Part 91
be sure to look at page 7 of the newsletshy
ter and read the short chapter that
discusses the minor changes to other
FAA regulations
We cant stress too strongly the proper answer when referring to the medical reshy
quirements of the proposed sport pilot
certificate Yes there is a requirement
and its tied directly to your ability to hold
a current drivers license and have no exshyisting medical condition that could
preclude your operating any motor vehishy
cle All pilots must adhere to FAR 6153
Prohibition on Operations During Medshyical Deficiency which prohibits pilots
from flying as pilot in command whenever
they know or have reason to know of any
week Adjacent to the EAA Aviation Center in Oshkosh Wisconsin Pioneer Airport re-creates the golden age of avishyation with period hangars clustered around a grass strip and the pilots will be Hying classic vintage aircraft like the Travel Air E-4000 and Waco YKS-7
To be considered pilots must hold a commercial pilot certificate and secshyond-class medical have extensive tailwheel experience and meet EAAs minimum flight experience requireshyments Flight time minimums and volunteer duties are posted on EAAs website at wwweaaorg Ifyoumiddotreinshyterested send your resume to EAA Flight Operations Attn Pioneer Pilot Screening 1145 W 20th Ave Oshkosh WI 54902
medical condition or are taking medicashy
tion or receiving treatment for a medical
condition that would prevent them from
having a safe flight
After the newsletter was printed but
just prior to going to press with this issue
of Vintage Airplane we found an error on
page 4 in the paragraph related to operatshy
ing a light-sport aircraft certificated in a
category not listed on your private pilot
certificate (powered parachute and
weight-shift contrOl) That paragraph
should read
If you want to fly a light-sport aircraft
of a different categoryclass you must
receive and log ground and flight training from a sport pilot instructor and then
complete a proficiency check adminisshy
tered by a different instructor Following
the successful completion of the profishy
ciency check the second instructor will
make a logbook endorsement for the apshy
propriate categoryclass
EAA will also be supplying a copy of
the next issue of the EAA Sport Pilot
newsletter in the April issue of Vintage Airplane In that issue EAA will provide its
evaluation of the NPRM Wed also encourage you to visit EAAs
sport pilot website at wwwsportpilotorg
The NPRM s 90-day comment period
ends on May 6 2002 To make comshyments to the FAA about the NPRM please
follow the guidelines listed on the last
page of the newsletter
VINTAGE AIRPLANE 3
MYSTERY PLA E
BY H G FRA UTSC H Y
While certainly not unknown the December Mystery Plane isnt one you see on the antique fly-in circuit at least not yet Heres our first letter
The December Mystery Plane would appear to be an Alexander Eashyglerock Combo-Wing with a 90-hp OX-5 or 100-hp OXX-6 engine The Alexander Film Company got into the aircraft business when it formed Alexander Aircraft in Denver in April 1925 The Eaglerock designed by Daniel Noonan and assisted by Alshybert Mooney appeared in August 1925 About 455 OX-powered Eagleshyrocks were built by 1928 when the company moved to Colorado Springs Further aircraft appeared with Whirlwind Salmson Hispano
Siemens and Comet engines Alexander went under in 1931
The Eaglerock was the first OX-5 powered lightplane to receive a type certificate The Combo-Wing was cershytificated as ATC No7 in April 1927
Thanks for the fun Just out of cushyriosity how many Eaglerocks still exist
Tomas H Lymburn Princeton Minnesota
According to the FAAs electronic database available at wwwlandshyingscom only two Long- Wings are registered with the last registration activity in the mid-J980s Three Combo-Wings are registered and one of them is in the collection of the Mushyseum ofFlight in Seattle Washington The other two are registered to private
owners and we expect that at least one will be flying in the upper Midshywest As sometimes happens with old type certificates the airplanes in the FAA database don t list Alexander as the manufacturer but rather the last holder of the type certificate Aircraft Mechanics Inc
I realize Im more than late in identifying the Mystery Plane That trick with the door edges is clever I couldnt believe that I would find a combination wing Eaglerock in a Mystery column Doesnt everybody recognize that
But then I thought maybe it could be only me Im old enough-and maybe we have mostly young readshyers That one-a combination wing-was pretty early and was probably manufactured in Engleshywood Colorado before the tragic fire The original design avoided the odd slant of the struts by having a few additional feet on the lower wing And beginning with the Model A it was changed to incorposhyrate a center section and both wings on each side were the same length
Through the 1920s I was growing up in Fort Collins Colorado and was able to visit the fields around Denver and Colorado Springs Go ahead-ask me about an Eaglerock I
MARCH 2002 4
THIS MONTHS MySshyTERY PLANE COMES TO US VIA THE COLLECTION OF JAMES MARTIN OF SOUTH BEND INDIANA
have pictures of most models RH Osborne (Dick) Colorado Springs Colorado
I recently published a book Wings North Wausaus Aviation History which includes information relating to Alexander Eaglerocks in Wisconsin
The Hall Aircraft Corp Wausau was the Eaglerock distributor for all of Wisshyconsin in the late 1920s and I have numerous photographs of their Eagleshyrocks at Wausau Among my collection but not in the book is a photo taken on April 13 1928 of a group of Chrysler Corp executives next to an Eaglerock in exactly the same location in front of the very same hangar as in your photo (left) Mark Hubbard president of Hall Aircraft Corp and AT Tracy sales manager for Hall Garage Inc a Chrysler dealer are briefing them
It appears to me that the man on the left in your photo is Mark Hubbard probably on a sales or delivery trip to Milwaukee
Above my desk I have a framed piece of original fabric with the handshypainted Eaglerock logo salvaged by Irv Hall from the rudder of a damaged Eashyglerock
Robert C Wylie Wausau Wisconsin
MARCH MYSTERY PLANE
SEND YOUR ANSWER TO EAA VINTAGE
AIRPLANE PO Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER NEEDS TO
BE IN NO lATER THAN APRil 10 FOR INshy
CLUSION IN THE JUNE 2002 ISSUE OF
VINTAGE AIRPLANE
You CAN ALSO SEND YOUR RESPONSE
The best reference for Eaglerock history is The A lexander Eaglerock A History of the Alexander A ircraft Company written by Col John A deVries and published by Wolfshygang Publishing Colorado Springs Colorado in 1985 There have been other articles and mentions in several books The Eaglerock can be found in Vol 1 of Juptners US Civil Aircraft The combo-wing Eaglerock received ATC 7 and the long-wing is ATC 8 Later models can be found listed under ATCs 57 5859 139141 and 190 The Noshyvember 1973 issue of EAA Sport Aviation contains an article entishytled An Alexander What by Jack Cox
The Eaglerock is easily identifishyable by the inward slanting wing struts the cowling design enclosing the OX-5 engine which powered most of them and the radiator locashytion under the aft end of the cowling It is identified as a comboshywing because the lower wing panels are shorter than the upper wing All Eaglerock wing panels have a conshystant chord with identical rib sections The only difference is length This approach simplified manufacturing and maintenance
VIA E-MAil SEND YOUR ANSWER TO
vintageeaaorg BE SURE TO INCLUDE BOTH YOUR NAME
AND ADDRESS (ESPECIAllY YOUR CITY AND
STATE) IN THE BODY OF YOUR NOTE AND
PUT (MONTH) MYSTERY PLANE IN THE
SUBJECT LINE
The original wing configuration or long-Wing used 18-foot wing panshyels and because of the 2-foot width of the fuselage at the lower wing atshytach point the overall span for the lower wing was 38 feet while the upper span was 36 feet This proshyvided an excess amount of lift so the lower wing panels were reduced to 16 feet The A model was introshyduced in 1928 and featured a 6-foot center section in the upper wing with the 16-foot outer wing panels then used for both upper and lower wings It could accommodate two people in the front cockpit if you were willing to be friendly enough So technically it can be identified as a three-place airplane
Pete Jansen Seattle Washington
Other correct answers were reshyceived from John Miller Poughkeepsie New York Bill Vogelshysang Madison Wisconsin Mark Weigand Troy Michigan Dave Paulshyley Osage Wyoming Allen Herr Yuba City California Ed Kastner Elma New York George Jevnager Hopkins Minnesota and Tom Hegy Hartford Wisconsin
VINTAGE AIRPLANE 5
On a regular basis here at EAA headquarters memshybers ask us if there is any advantage to converting
their airplane to the experimental category Many aircraft owners have the idea that they will save money if they switch their factoryshybuilt aircraft from standard category to experimental This noshytion no doubt stems from the fact that they see owners of homebuilt aircraft doing their own mainteshynance repairs and inspections or using more modern auto-engine conversions This brings forth the idea that if they converted their standard category aircraft to expershyimental they could save money by reducing maintenance expenses andor taking advantage of modshyern engine technology Actually its not that simple
The fact is there isnt just one experimental category Rather there are several purposes for which the FAA might issue an experimental airworthiness cershytificate One of those purposes is for operating an amateur-built
6 MARCH 2002
aircraft This is the certificate unshyder which homebuilt aircraft are operated There are several other purposes for which an experishymental airworthiness certificate can be issued These include reshysearch and development crew training exhibition air racing market survey and others Each purpose has its own unique charshyacteristics and limitations
In truth there is little benefit to changing from standard to experishymental category Heres why Since the aircraft is factory-built and certificated in standard category it would not be eligible for experishymentalamateur-built status The FAA defines amateur-built aircraft as aircraft in which the major portion has been fabricated and assembled by a person(s) who unshydertook the construction process solely for their own education or recreation A factory-built aircraft does not meet this definition Also amateur-built aircraft cannot have been previously certificated in another category This means that the aircraft would have to be
Its not certificated within one of the other experimental purposes The least restrictive of the available purposes would be exhibition but this purpose still places signifshyicant restrictions on the use of the aircraft
FAA Order 81302D outlines the procedures for certificating aircraft and related products and it conshytains the definition and limitations of various certification categories Section 8 covers operation of airshycraft under the experimental purpose of exhibition and air racshying The description of this certification purpose reads
A certificate for experimental exhibition shall only be issued when an aircraft is to be used for va lid exhibition purposes Inshycluded in those purposes are organized air shows organized air races organized fly-in activishyties organized exhibitions youth education events shopping mallschoolsimilar static disshyplays organized aerobatic competition sail plane fly-ins or competitive races or meets and
E1eri-mental movie or television productions
Youll notice that recreational and cross-country flying are not mentioned
Experimentalexhibition cateshygory is further broken down into four groups identified by Roman numerals I through IV Aircraft that were formerly certificated in standard category fall into Group IV Group IV aircraft will be issued operating limitations that include the following
The proficiency area is limited to non-stop flight that begins and ends at the airport where the airshycraft is based with sufficient fuel reserve to meet the applicable opshyerating rules of Part 91 An alternate airport selection is not available for aircraft in this group (Italics ours)
This means you cannot fly the aircraft to any other airports unshyless it is to an exhibition registered in advance with the FAA You need to submit a program letter to the FAA that lists the exhibitions you wish to attend and you must contact the FAA in advance to fly
to an exhibition that is not listed in your program letter Any flight that is not to from or at one of these exhibitions is a proficiency flight and must be conducted on ly from your home field and you can land on ly at your home field-no $100 hamburger trips for pleasure
Only FAA-certificated mechanshyics with appropriate ratings as authorized by FAR 433 may pershyform inspections required by these operating limitations
Unlike the amateur-built cateshygory where the builder can apply for a repairman certificate that authorizes himher to do condition inspections (basically equivalent to an annual) you will not be authorized to do so on your exhibition aircraft You would need to find a certificated mechanic to do the inspections Further because your aircraft preshyviously held a different category airworthiness certificate all of the maintenance requirements of FAR Part 43 sti ll apply That means you have to have an AampP
JOE NORRIS EAA AVIATION INFORMATION SERVICES
mechanic do the required mainshytenance or supervise you while you do the maintenance on your aircraft just like when it was in standard category
As you can see the experimenshytalexhibition category places significant restrictions on the opshyeration of the aircraft which in turn limits the utility of the airshycraft while offering little if any opportunity for cost savings These limitations also signifishycantly reduce the market value of the aircraft should the owner ever want to sell it and once an airshycraft is removed from standard category it is difficult and expenshysive to move it back For these reasons we do not recommend that you change the certification category of a standard category aircraft unless you truly meet the requirements of experimental exhibition category and the purshypose
Reference FAA Order 81302D in Adobe Acrobat httpav-infoaagovdst81302DC3pdf
VINTAGE AIRPLANE 7
LITTLE BIG PLANE The Rearwin Cloudster only looks big in photos
T HE CLOUDSTER WAS
THE LAST OF A SERIES
OF LITTLE ROUND ENshy
GINE AIRPLANES DESIGNED BY
REARWIN AIRPLANES THE CAA DESshy
IGNATED THE ORIGINAL 1939
CLOUDSTER AS AN 8125 THIS ENTRY
INTO THE MARKET WAS REARWIN S
ATTEMPT TO PROVIDE NEW SIDE-BYshy
SIDE SEATING A FIVE-CYLINDER KEN
ROYCE ENGINE THAT DEVELOPED 90
HP AT 2250 RPM POWERED THE
8125 ONLY ONE WAS PRODUCED
In 1940 Rearwin changed the engine to a seven-cylinder radial and with that came a new designashytion 8135 A seven-cylinder Ken Royce engine that produced 120 hp at 2225 rpm powered the 8135 Cloudsters They had the same sideshyby-side seating but had a sideways facing seat in the rear Some of the 8135 Cloudsters were additionally designated as 8135T denoting a two-place tandem-seat instrument trainer They had an additional inshystrument panel in the back seat for the instructor and a second door for
The seven-cylinder Ken Royce enshygine develops 120 hp at 2225 rpm The radial engine and stout appearshyance give the Cloudster the look of
a small Howard DGA
MARCH 2002
ART R INK
t-----zmiddot------1
r----shy - ----------oshy-shyu middotmiddotshy--------1
Rearwin Cloudster A two to three-place private owner plane with a choice of Ken Royce engines from 90-120 hp Aircraft Yearbook-1941
8
Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown in memshyory of Smilin Jack Mosley and his real-life airplane NC2600
entering and exiting the rear seat My Cloudster NC25545 was a
flying airplane in December 1999 Since I didnt have a hangar at the time I decided to buy some time by having work done to the exterior One thing led to another so over a period of 12 months I had the wood in both wings repaired where needed I also had new leading edges pulleys cables and electrical wiring installed at the same time
Following that over the next six months both the wings and ailerons were covered in Ceconite 102 and finished using Randolphs STC The fuselage was rejuvenated and all the metal parts were stripped and painted with Randolph products The propeller was sent back to Sensenich for a complete overhaul John Talmage the previous owner had rebuilt the engine firewall inteshyriof and instrument panel so I didnt have to rework those items
The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour Since all the control cables have ball bearing pulleys the airplane is a real joy to fly The flight controls are sensitive to light presshysure On the ground the forward visibility is limited but the steerable tail wheel makes it easy to do Sshyturns while taxiing The brakes are mechanical with bronze plates and they work very well The airplane has an empty weight of approxishymately 1200 pounds and a gross weight of 1900 pounds The fuel tanks hold 34 gallons and are fed through a selector valve making the fuel management simple
Of about 120 Cloudsters built you could count the number curshyrently flying on both hands A quick check shows the FAA has 22 of them registered but that many sure arent flying
I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane Best of all the engine makes that incredible throaty sound that only a round enshygine makes The airplane is pure fun I look forward to each weekend
VINTAGE AIRPLANE 9
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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Fabric Selection Guide showing actual sample colors and styles of materials $300
airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE wwwairolanetshirtscom
1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
Originol Nieuport 28 restoreli by Vinloge Aviotion srvic
PRIME C LASSIFI ED R EAL ESTATE
AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
1 0000+ IMPRESSIONS
CALL JULI E AT EAA HQ
920-426-6127
FOR MORE IN FO
Want to see your plane or pearis of wisdom in print
Write an article for VINTAGE AIRPLANE
Were always looking for technical articles and photos of your latest restoration We cant offer you money but we can make you a hero
among fellow Vintage Aircraft enthusiasts
Send your submissions to
Editor Vintage Airplane PO Box 3086~j~ -I Oshkosh VVI 54904
- --~ -- ~ e-mail vintageeaaorg-- -shy
For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
bullbull iL t tbull
Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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President VicemiddotPresident Espie Butch joyce George Daubner
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Membership 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
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Programs and Activities EAA AirVenture FaxmiddotOnmiddot Demand Directory
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Flight Advisors information 920426-6522 Flight Instructor info rmation 9204 26middot6801 Flying Start Program 9204 26middot6847 Libra ry Services Research 9204264848 Medical Questions 9204264821 Techn ical Counselors 9204264821 Young Eagles 9204264831
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MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Associmiddot ation Inc is $40 for one year induding 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major credit ca rds accepted fo r membership (Add $16 for Foreign Postage)
VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage
Aircraft Associaton and receive VINTA GE AIRmiddot PLANE magaZine for an additional $36 per year
EAA Membershi p VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Associa tion is available for $46 per yea r (SPORT AVIATION magaZine not inmiddot cluded) (A dd $7 fo r Foreign Postage)
lAC Current EAA members may join the Internamiddot
tional Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine fo r an addi middot tional $40 per year
EAA Membershi p SPORT A EROBATICS magaZi ne and one year membership in the lAC Division is available for $50 per yea r (SPORT
AVIATION magaZ ine not included) (Add $10 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA Warshy
birds of America Division and receive WARBlRDS magaZine for an additional $35 per year
EA A Membership WARBIRDS m agaz ine and one year membership in the Warbirds Divimiddot sio n is ava ilabl e for $45 pe r yea r (SPORT AVIATION magaZi ne not included) (Add $7 for Foreign Postage)
EAA EXPERIMENTER Current EAA m embers m ay rece ive EAA
EXPERIMENTER magazine fo r an add itiona l $20 per year
EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magaZine not included) (Add $8 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a ch eck o r d raft drawn on a United States bank payable in United Sta tes do ll ars Add required Fore ign Postage amount fo r each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2002 by the EAA Vintage Aircraft Association All rights reserved
VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL 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 contributor No renumeralion is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WIS4903-3088 Phone 920426middot4800
EMf) and SPORT AVlAT10~ the EM Logot and Aeronautica are registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the permission of the Experimental Aircraft Association Inc is strictly prohibited
The EAA AVIATION FOUNDATION Logo is a trademarllt of the EAA Aviation Foundation Inc The use of this trademarllt without the permission of the EAA Aviation Foundation Inc is strictly prohibited
VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
ORDER ONLINE
WWWEAAORG b
TELEPHONE ORDERS
800-843-361 FROM US AND CANADA
A L L OTHERS CALL
920middot426middot591 2
PO Box 3086 OSHKOSH WI 54903middot3086
e
30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
THESE GREAT VALUES ORDER NOW
TELEPHONE ORDERS
800-843-3612 FROM US AND CANADA
ALL OTHERS CALL
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MAIL ORDERS PO Box 3Oe6 OSHKOSHWI5490~30e6
VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
ment the history of EAA for future genshyerations
We are looking for artifacts reshylating to EAA and EAA fly-in conventions in particular those prior to 1980 said Curator of Collections Ron Twellman Items from the very early days of EAA (1953-1970) are especially sought including EAA-reshylated souvenirs clothing (hats jackets T-shirts sweatshirts) and convention-related ephemera (pins patches decals posters)
Items not needed include EAA magashyzinesprograms (unless you have some of the earliest mimeographed Experishymenters from 1953) and trophiesplaques awarded to fly-in participants Because we cannot guarantee the return of unsoshylicited items and are not looking for loaned items please check with Ron beshyfore sending anything to EAA You can reach him at 920426-5917 or via e-mail at rtwellmaneaaorg
FLYING COMMERCIAL TO AIRVENTURE
Special airfare discounts are now available for EAA members and others who plan to attend EAA AirVenture Oshkosh 2002 The 50th annual aviashytion gathering will be held July 23-29 at Wittman Regional Airport in Oshkosh
EAA AirVenture discounts are ava ilshyable from the folJowing airlines (be sure to refer to the proper file number when requesting the discounts)
American (800433-1790) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 10 to August 7 arrival cities are Green Bay Milwaukee and Chicago File No A6072AG
Delta (800241-6760) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 13 to August 5 arrival cities are Appleshyton Milwaukee Chicago (ORO and MOW) and South Bend Indiana File No 185511A
Midwest Express (800452-2022) 8 percent off published fares 60 days in advance is 12 percent off during travel from July 13 to August 5 arrival cities are Appleton and Milwaukee File No CMZ1164
Northwest (800328-1111) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 10 to August 8 arrival cities are Appleshyton Green Bay and Milwaukee File No NYQSS
United (800521-4041) 5 percent off published fares 60 days in advance is 10 percent off during travel from July 13 to August 6 arrival cities are Oshkosh Appleton Milwaukee Green Bay and Chicago File No 501ZR
SOHAVE YOU GOT THE RIGHT STUFF
EAAs Pioneer Airport is seeking qualified tailwheel pilots to volunteer one weekend a month from May to October or several days during the
EAA SPORT PILOT NEWSLETTER Bound in the center of this months
magazine is a special informational
newsletter created and published by EAA
The newsletter the cost of which has
been covered by EAA will help you undershy
stand the many facets of the FAAs
proposed rules regarding the certification
of aircraft and airmen for the operation of
light-sport aircraft While intended to
cover the operation of some homebuilt
and newly certificated aircraft that meet
the specifications of the proposed rule
sections of this proposed rule will allow a
portion of the current fleet of antique and
classic aircraft to be operated under
these new rules For those of us who fly these types of
aircraft and who operate under Part 91
be sure to look at page 7 of the newsletshy
ter and read the short chapter that
discusses the minor changes to other
FAA regulations
We cant stress too strongly the proper answer when referring to the medical reshy
quirements of the proposed sport pilot
certificate Yes there is a requirement
and its tied directly to your ability to hold
a current drivers license and have no exshyisting medical condition that could
preclude your operating any motor vehishy
cle All pilots must adhere to FAR 6153
Prohibition on Operations During Medshyical Deficiency which prohibits pilots
from flying as pilot in command whenever
they know or have reason to know of any
week Adjacent to the EAA Aviation Center in Oshkosh Wisconsin Pioneer Airport re-creates the golden age of avishyation with period hangars clustered around a grass strip and the pilots will be Hying classic vintage aircraft like the Travel Air E-4000 and Waco YKS-7
To be considered pilots must hold a commercial pilot certificate and secshyond-class medical have extensive tailwheel experience and meet EAAs minimum flight experience requireshyments Flight time minimums and volunteer duties are posted on EAAs website at wwweaaorg Ifyoumiddotreinshyterested send your resume to EAA Flight Operations Attn Pioneer Pilot Screening 1145 W 20th Ave Oshkosh WI 54902
medical condition or are taking medicashy
tion or receiving treatment for a medical
condition that would prevent them from
having a safe flight
After the newsletter was printed but
just prior to going to press with this issue
of Vintage Airplane we found an error on
page 4 in the paragraph related to operatshy
ing a light-sport aircraft certificated in a
category not listed on your private pilot
certificate (powered parachute and
weight-shift contrOl) That paragraph
should read
If you want to fly a light-sport aircraft
of a different categoryclass you must
receive and log ground and flight training from a sport pilot instructor and then
complete a proficiency check adminisshy
tered by a different instructor Following
the successful completion of the profishy
ciency check the second instructor will
make a logbook endorsement for the apshy
propriate categoryclass
EAA will also be supplying a copy of
the next issue of the EAA Sport Pilot
newsletter in the April issue of Vintage Airplane In that issue EAA will provide its
evaluation of the NPRM Wed also encourage you to visit EAAs
sport pilot website at wwwsportpilotorg
The NPRM s 90-day comment period
ends on May 6 2002 To make comshyments to the FAA about the NPRM please
follow the guidelines listed on the last
page of the newsletter
VINTAGE AIRPLANE 3
MYSTERY PLA E
BY H G FRA UTSC H Y
While certainly not unknown the December Mystery Plane isnt one you see on the antique fly-in circuit at least not yet Heres our first letter
The December Mystery Plane would appear to be an Alexander Eashyglerock Combo-Wing with a 90-hp OX-5 or 100-hp OXX-6 engine The Alexander Film Company got into the aircraft business when it formed Alexander Aircraft in Denver in April 1925 The Eaglerock designed by Daniel Noonan and assisted by Alshybert Mooney appeared in August 1925 About 455 OX-powered Eagleshyrocks were built by 1928 when the company moved to Colorado Springs Further aircraft appeared with Whirlwind Salmson Hispano
Siemens and Comet engines Alexander went under in 1931
The Eaglerock was the first OX-5 powered lightplane to receive a type certificate The Combo-Wing was cershytificated as ATC No7 in April 1927
Thanks for the fun Just out of cushyriosity how many Eaglerocks still exist
Tomas H Lymburn Princeton Minnesota
According to the FAAs electronic database available at wwwlandshyingscom only two Long- Wings are registered with the last registration activity in the mid-J980s Three Combo-Wings are registered and one of them is in the collection of the Mushyseum ofFlight in Seattle Washington The other two are registered to private
owners and we expect that at least one will be flying in the upper Midshywest As sometimes happens with old type certificates the airplanes in the FAA database don t list Alexander as the manufacturer but rather the last holder of the type certificate Aircraft Mechanics Inc
I realize Im more than late in identifying the Mystery Plane That trick with the door edges is clever I couldnt believe that I would find a combination wing Eaglerock in a Mystery column Doesnt everybody recognize that
But then I thought maybe it could be only me Im old enough-and maybe we have mostly young readshyers That one-a combination wing-was pretty early and was probably manufactured in Engleshywood Colorado before the tragic fire The original design avoided the odd slant of the struts by having a few additional feet on the lower wing And beginning with the Model A it was changed to incorposhyrate a center section and both wings on each side were the same length
Through the 1920s I was growing up in Fort Collins Colorado and was able to visit the fields around Denver and Colorado Springs Go ahead-ask me about an Eaglerock I
MARCH 2002 4
THIS MONTHS MySshyTERY PLANE COMES TO US VIA THE COLLECTION OF JAMES MARTIN OF SOUTH BEND INDIANA
have pictures of most models RH Osborne (Dick) Colorado Springs Colorado
I recently published a book Wings North Wausaus Aviation History which includes information relating to Alexander Eaglerocks in Wisconsin
The Hall Aircraft Corp Wausau was the Eaglerock distributor for all of Wisshyconsin in the late 1920s and I have numerous photographs of their Eagleshyrocks at Wausau Among my collection but not in the book is a photo taken on April 13 1928 of a group of Chrysler Corp executives next to an Eaglerock in exactly the same location in front of the very same hangar as in your photo (left) Mark Hubbard president of Hall Aircraft Corp and AT Tracy sales manager for Hall Garage Inc a Chrysler dealer are briefing them
It appears to me that the man on the left in your photo is Mark Hubbard probably on a sales or delivery trip to Milwaukee
Above my desk I have a framed piece of original fabric with the handshypainted Eaglerock logo salvaged by Irv Hall from the rudder of a damaged Eashyglerock
Robert C Wylie Wausau Wisconsin
MARCH MYSTERY PLANE
SEND YOUR ANSWER TO EAA VINTAGE
AIRPLANE PO Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER NEEDS TO
BE IN NO lATER THAN APRil 10 FOR INshy
CLUSION IN THE JUNE 2002 ISSUE OF
VINTAGE AIRPLANE
You CAN ALSO SEND YOUR RESPONSE
The best reference for Eaglerock history is The A lexander Eaglerock A History of the Alexander A ircraft Company written by Col John A deVries and published by Wolfshygang Publishing Colorado Springs Colorado in 1985 There have been other articles and mentions in several books The Eaglerock can be found in Vol 1 of Juptners US Civil Aircraft The combo-wing Eaglerock received ATC 7 and the long-wing is ATC 8 Later models can be found listed under ATCs 57 5859 139141 and 190 The Noshyvember 1973 issue of EAA Sport Aviation contains an article entishytled An Alexander What by Jack Cox
The Eaglerock is easily identifishyable by the inward slanting wing struts the cowling design enclosing the OX-5 engine which powered most of them and the radiator locashytion under the aft end of the cowling It is identified as a comboshywing because the lower wing panels are shorter than the upper wing All Eaglerock wing panels have a conshystant chord with identical rib sections The only difference is length This approach simplified manufacturing and maintenance
VIA E-MAil SEND YOUR ANSWER TO
vintageeaaorg BE SURE TO INCLUDE BOTH YOUR NAME
AND ADDRESS (ESPECIAllY YOUR CITY AND
STATE) IN THE BODY OF YOUR NOTE AND
PUT (MONTH) MYSTERY PLANE IN THE
SUBJECT LINE
The original wing configuration or long-Wing used 18-foot wing panshyels and because of the 2-foot width of the fuselage at the lower wing atshytach point the overall span for the lower wing was 38 feet while the upper span was 36 feet This proshyvided an excess amount of lift so the lower wing panels were reduced to 16 feet The A model was introshyduced in 1928 and featured a 6-foot center section in the upper wing with the 16-foot outer wing panels then used for both upper and lower wings It could accommodate two people in the front cockpit if you were willing to be friendly enough So technically it can be identified as a three-place airplane
Pete Jansen Seattle Washington
Other correct answers were reshyceived from John Miller Poughkeepsie New York Bill Vogelshysang Madison Wisconsin Mark Weigand Troy Michigan Dave Paulshyley Osage Wyoming Allen Herr Yuba City California Ed Kastner Elma New York George Jevnager Hopkins Minnesota and Tom Hegy Hartford Wisconsin
VINTAGE AIRPLANE 5
On a regular basis here at EAA headquarters memshybers ask us if there is any advantage to converting
their airplane to the experimental category Many aircraft owners have the idea that they will save money if they switch their factoryshybuilt aircraft from standard category to experimental This noshytion no doubt stems from the fact that they see owners of homebuilt aircraft doing their own mainteshynance repairs and inspections or using more modern auto-engine conversions This brings forth the idea that if they converted their standard category aircraft to expershyimental they could save money by reducing maintenance expenses andor taking advantage of modshyern engine technology Actually its not that simple
The fact is there isnt just one experimental category Rather there are several purposes for which the FAA might issue an experimental airworthiness cershytificate One of those purposes is for operating an amateur-built
6 MARCH 2002
aircraft This is the certificate unshyder which homebuilt aircraft are operated There are several other purposes for which an experishymental airworthiness certificate can be issued These include reshysearch and development crew training exhibition air racing market survey and others Each purpose has its own unique charshyacteristics and limitations
In truth there is little benefit to changing from standard to experishymental category Heres why Since the aircraft is factory-built and certificated in standard category it would not be eligible for experishymentalamateur-built status The FAA defines amateur-built aircraft as aircraft in which the major portion has been fabricated and assembled by a person(s) who unshydertook the construction process solely for their own education or recreation A factory-built aircraft does not meet this definition Also amateur-built aircraft cannot have been previously certificated in another category This means that the aircraft would have to be
Its not certificated within one of the other experimental purposes The least restrictive of the available purposes would be exhibition but this purpose still places signifshyicant restrictions on the use of the aircraft
FAA Order 81302D outlines the procedures for certificating aircraft and related products and it conshytains the definition and limitations of various certification categories Section 8 covers operation of airshycraft under the experimental purpose of exhibition and air racshying The description of this certification purpose reads
A certificate for experimental exhibition shall only be issued when an aircraft is to be used for va lid exhibition purposes Inshycluded in those purposes are organized air shows organized air races organized fly-in activishyties organized exhibitions youth education events shopping mallschoolsimilar static disshyplays organized aerobatic competition sail plane fly-ins or competitive races or meets and
E1eri-mental movie or television productions
Youll notice that recreational and cross-country flying are not mentioned
Experimentalexhibition cateshygory is further broken down into four groups identified by Roman numerals I through IV Aircraft that were formerly certificated in standard category fall into Group IV Group IV aircraft will be issued operating limitations that include the following
The proficiency area is limited to non-stop flight that begins and ends at the airport where the airshycraft is based with sufficient fuel reserve to meet the applicable opshyerating rules of Part 91 An alternate airport selection is not available for aircraft in this group (Italics ours)
This means you cannot fly the aircraft to any other airports unshyless it is to an exhibition registered in advance with the FAA You need to submit a program letter to the FAA that lists the exhibitions you wish to attend and you must contact the FAA in advance to fly
to an exhibition that is not listed in your program letter Any flight that is not to from or at one of these exhibitions is a proficiency flight and must be conducted on ly from your home field and you can land on ly at your home field-no $100 hamburger trips for pleasure
Only FAA-certificated mechanshyics with appropriate ratings as authorized by FAR 433 may pershyform inspections required by these operating limitations
Unlike the amateur-built cateshygory where the builder can apply for a repairman certificate that authorizes himher to do condition inspections (basically equivalent to an annual) you will not be authorized to do so on your exhibition aircraft You would need to find a certificated mechanic to do the inspections Further because your aircraft preshyviously held a different category airworthiness certificate all of the maintenance requirements of FAR Part 43 sti ll apply That means you have to have an AampP
JOE NORRIS EAA AVIATION INFORMATION SERVICES
mechanic do the required mainshytenance or supervise you while you do the maintenance on your aircraft just like when it was in standard category
As you can see the experimenshytalexhibition category places significant restrictions on the opshyeration of the aircraft which in turn limits the utility of the airshycraft while offering little if any opportunity for cost savings These limitations also signifishycantly reduce the market value of the aircraft should the owner ever want to sell it and once an airshycraft is removed from standard category it is difficult and expenshysive to move it back For these reasons we do not recommend that you change the certification category of a standard category aircraft unless you truly meet the requirements of experimental exhibition category and the purshypose
Reference FAA Order 81302D in Adobe Acrobat httpav-infoaagovdst81302DC3pdf
VINTAGE AIRPLANE 7
LITTLE BIG PLANE The Rearwin Cloudster only looks big in photos
T HE CLOUDSTER WAS
THE LAST OF A SERIES
OF LITTLE ROUND ENshy
GINE AIRPLANES DESIGNED BY
REARWIN AIRPLANES THE CAA DESshy
IGNATED THE ORIGINAL 1939
CLOUDSTER AS AN 8125 THIS ENTRY
INTO THE MARKET WAS REARWIN S
ATTEMPT TO PROVIDE NEW SIDE-BYshy
SIDE SEATING A FIVE-CYLINDER KEN
ROYCE ENGINE THAT DEVELOPED 90
HP AT 2250 RPM POWERED THE
8125 ONLY ONE WAS PRODUCED
In 1940 Rearwin changed the engine to a seven-cylinder radial and with that came a new designashytion 8135 A seven-cylinder Ken Royce engine that produced 120 hp at 2225 rpm powered the 8135 Cloudsters They had the same sideshyby-side seating but had a sideways facing seat in the rear Some of the 8135 Cloudsters were additionally designated as 8135T denoting a two-place tandem-seat instrument trainer They had an additional inshystrument panel in the back seat for the instructor and a second door for
The seven-cylinder Ken Royce enshygine develops 120 hp at 2225 rpm The radial engine and stout appearshyance give the Cloudster the look of
a small Howard DGA
MARCH 2002
ART R INK
t-----zmiddot------1
r----shy - ----------oshy-shyu middotmiddotshy--------1
Rearwin Cloudster A two to three-place private owner plane with a choice of Ken Royce engines from 90-120 hp Aircraft Yearbook-1941
8
Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown in memshyory of Smilin Jack Mosley and his real-life airplane NC2600
entering and exiting the rear seat My Cloudster NC25545 was a
flying airplane in December 1999 Since I didnt have a hangar at the time I decided to buy some time by having work done to the exterior One thing led to another so over a period of 12 months I had the wood in both wings repaired where needed I also had new leading edges pulleys cables and electrical wiring installed at the same time
Following that over the next six months both the wings and ailerons were covered in Ceconite 102 and finished using Randolphs STC The fuselage was rejuvenated and all the metal parts were stripped and painted with Randolph products The propeller was sent back to Sensenich for a complete overhaul John Talmage the previous owner had rebuilt the engine firewall inteshyriof and instrument panel so I didnt have to rework those items
The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour Since all the control cables have ball bearing pulleys the airplane is a real joy to fly The flight controls are sensitive to light presshysure On the ground the forward visibility is limited but the steerable tail wheel makes it easy to do Sshyturns while taxiing The brakes are mechanical with bronze plates and they work very well The airplane has an empty weight of approxishymately 1200 pounds and a gross weight of 1900 pounds The fuel tanks hold 34 gallons and are fed through a selector valve making the fuel management simple
Of about 120 Cloudsters built you could count the number curshyrently flying on both hands A quick check shows the FAA has 22 of them registered but that many sure arent flying
I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane Best of all the engine makes that incredible throaty sound that only a round enshygine makes The airplane is pure fun I look forward to each weekend
VINTAGE AIRPLANE 9
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
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New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
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sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
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CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
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requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
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remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
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Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its poliCies Rates cover one insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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VINTAGE AIRPLANE 27
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May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
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1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
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member of the
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Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
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a Fairchild 24 over the past seven
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MYSTERY PLA E
BY H G FRA UTSC H Y
While certainly not unknown the December Mystery Plane isnt one you see on the antique fly-in circuit at least not yet Heres our first letter
The December Mystery Plane would appear to be an Alexander Eashyglerock Combo-Wing with a 90-hp OX-5 or 100-hp OXX-6 engine The Alexander Film Company got into the aircraft business when it formed Alexander Aircraft in Denver in April 1925 The Eaglerock designed by Daniel Noonan and assisted by Alshybert Mooney appeared in August 1925 About 455 OX-powered Eagleshyrocks were built by 1928 when the company moved to Colorado Springs Further aircraft appeared with Whirlwind Salmson Hispano
Siemens and Comet engines Alexander went under in 1931
The Eaglerock was the first OX-5 powered lightplane to receive a type certificate The Combo-Wing was cershytificated as ATC No7 in April 1927
Thanks for the fun Just out of cushyriosity how many Eaglerocks still exist
Tomas H Lymburn Princeton Minnesota
According to the FAAs electronic database available at wwwlandshyingscom only two Long- Wings are registered with the last registration activity in the mid-J980s Three Combo-Wings are registered and one of them is in the collection of the Mushyseum ofFlight in Seattle Washington The other two are registered to private
owners and we expect that at least one will be flying in the upper Midshywest As sometimes happens with old type certificates the airplanes in the FAA database don t list Alexander as the manufacturer but rather the last holder of the type certificate Aircraft Mechanics Inc
I realize Im more than late in identifying the Mystery Plane That trick with the door edges is clever I couldnt believe that I would find a combination wing Eaglerock in a Mystery column Doesnt everybody recognize that
But then I thought maybe it could be only me Im old enough-and maybe we have mostly young readshyers That one-a combination wing-was pretty early and was probably manufactured in Engleshywood Colorado before the tragic fire The original design avoided the odd slant of the struts by having a few additional feet on the lower wing And beginning with the Model A it was changed to incorposhyrate a center section and both wings on each side were the same length
Through the 1920s I was growing up in Fort Collins Colorado and was able to visit the fields around Denver and Colorado Springs Go ahead-ask me about an Eaglerock I
MARCH 2002 4
THIS MONTHS MySshyTERY PLANE COMES TO US VIA THE COLLECTION OF JAMES MARTIN OF SOUTH BEND INDIANA
have pictures of most models RH Osborne (Dick) Colorado Springs Colorado
I recently published a book Wings North Wausaus Aviation History which includes information relating to Alexander Eaglerocks in Wisconsin
The Hall Aircraft Corp Wausau was the Eaglerock distributor for all of Wisshyconsin in the late 1920s and I have numerous photographs of their Eagleshyrocks at Wausau Among my collection but not in the book is a photo taken on April 13 1928 of a group of Chrysler Corp executives next to an Eaglerock in exactly the same location in front of the very same hangar as in your photo (left) Mark Hubbard president of Hall Aircraft Corp and AT Tracy sales manager for Hall Garage Inc a Chrysler dealer are briefing them
It appears to me that the man on the left in your photo is Mark Hubbard probably on a sales or delivery trip to Milwaukee
Above my desk I have a framed piece of original fabric with the handshypainted Eaglerock logo salvaged by Irv Hall from the rudder of a damaged Eashyglerock
Robert C Wylie Wausau Wisconsin
MARCH MYSTERY PLANE
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The best reference for Eaglerock history is The A lexander Eaglerock A History of the Alexander A ircraft Company written by Col John A deVries and published by Wolfshygang Publishing Colorado Springs Colorado in 1985 There have been other articles and mentions in several books The Eaglerock can be found in Vol 1 of Juptners US Civil Aircraft The combo-wing Eaglerock received ATC 7 and the long-wing is ATC 8 Later models can be found listed under ATCs 57 5859 139141 and 190 The Noshyvember 1973 issue of EAA Sport Aviation contains an article entishytled An Alexander What by Jack Cox
The Eaglerock is easily identifishyable by the inward slanting wing struts the cowling design enclosing the OX-5 engine which powered most of them and the radiator locashytion under the aft end of the cowling It is identified as a comboshywing because the lower wing panels are shorter than the upper wing All Eaglerock wing panels have a conshystant chord with identical rib sections The only difference is length This approach simplified manufacturing and maintenance
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AND ADDRESS (ESPECIAllY YOUR CITY AND
STATE) IN THE BODY OF YOUR NOTE AND
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SUBJECT LINE
The original wing configuration or long-Wing used 18-foot wing panshyels and because of the 2-foot width of the fuselage at the lower wing atshytach point the overall span for the lower wing was 38 feet while the upper span was 36 feet This proshyvided an excess amount of lift so the lower wing panels were reduced to 16 feet The A model was introshyduced in 1928 and featured a 6-foot center section in the upper wing with the 16-foot outer wing panels then used for both upper and lower wings It could accommodate two people in the front cockpit if you were willing to be friendly enough So technically it can be identified as a three-place airplane
Pete Jansen Seattle Washington
Other correct answers were reshyceived from John Miller Poughkeepsie New York Bill Vogelshysang Madison Wisconsin Mark Weigand Troy Michigan Dave Paulshyley Osage Wyoming Allen Herr Yuba City California Ed Kastner Elma New York George Jevnager Hopkins Minnesota and Tom Hegy Hartford Wisconsin
VINTAGE AIRPLANE 5
On a regular basis here at EAA headquarters memshybers ask us if there is any advantage to converting
their airplane to the experimental category Many aircraft owners have the idea that they will save money if they switch their factoryshybuilt aircraft from standard category to experimental This noshytion no doubt stems from the fact that they see owners of homebuilt aircraft doing their own mainteshynance repairs and inspections or using more modern auto-engine conversions This brings forth the idea that if they converted their standard category aircraft to expershyimental they could save money by reducing maintenance expenses andor taking advantage of modshyern engine technology Actually its not that simple
The fact is there isnt just one experimental category Rather there are several purposes for which the FAA might issue an experimental airworthiness cershytificate One of those purposes is for operating an amateur-built
6 MARCH 2002
aircraft This is the certificate unshyder which homebuilt aircraft are operated There are several other purposes for which an experishymental airworthiness certificate can be issued These include reshysearch and development crew training exhibition air racing market survey and others Each purpose has its own unique charshyacteristics and limitations
In truth there is little benefit to changing from standard to experishymental category Heres why Since the aircraft is factory-built and certificated in standard category it would not be eligible for experishymentalamateur-built status The FAA defines amateur-built aircraft as aircraft in which the major portion has been fabricated and assembled by a person(s) who unshydertook the construction process solely for their own education or recreation A factory-built aircraft does not meet this definition Also amateur-built aircraft cannot have been previously certificated in another category This means that the aircraft would have to be
Its not certificated within one of the other experimental purposes The least restrictive of the available purposes would be exhibition but this purpose still places signifshyicant restrictions on the use of the aircraft
FAA Order 81302D outlines the procedures for certificating aircraft and related products and it conshytains the definition and limitations of various certification categories Section 8 covers operation of airshycraft under the experimental purpose of exhibition and air racshying The description of this certification purpose reads
A certificate for experimental exhibition shall only be issued when an aircraft is to be used for va lid exhibition purposes Inshycluded in those purposes are organized air shows organized air races organized fly-in activishyties organized exhibitions youth education events shopping mallschoolsimilar static disshyplays organized aerobatic competition sail plane fly-ins or competitive races or meets and
E1eri-mental movie or television productions
Youll notice that recreational and cross-country flying are not mentioned
Experimentalexhibition cateshygory is further broken down into four groups identified by Roman numerals I through IV Aircraft that were formerly certificated in standard category fall into Group IV Group IV aircraft will be issued operating limitations that include the following
The proficiency area is limited to non-stop flight that begins and ends at the airport where the airshycraft is based with sufficient fuel reserve to meet the applicable opshyerating rules of Part 91 An alternate airport selection is not available for aircraft in this group (Italics ours)
This means you cannot fly the aircraft to any other airports unshyless it is to an exhibition registered in advance with the FAA You need to submit a program letter to the FAA that lists the exhibitions you wish to attend and you must contact the FAA in advance to fly
to an exhibition that is not listed in your program letter Any flight that is not to from or at one of these exhibitions is a proficiency flight and must be conducted on ly from your home field and you can land on ly at your home field-no $100 hamburger trips for pleasure
Only FAA-certificated mechanshyics with appropriate ratings as authorized by FAR 433 may pershyform inspections required by these operating limitations
Unlike the amateur-built cateshygory where the builder can apply for a repairman certificate that authorizes himher to do condition inspections (basically equivalent to an annual) you will not be authorized to do so on your exhibition aircraft You would need to find a certificated mechanic to do the inspections Further because your aircraft preshyviously held a different category airworthiness certificate all of the maintenance requirements of FAR Part 43 sti ll apply That means you have to have an AampP
JOE NORRIS EAA AVIATION INFORMATION SERVICES
mechanic do the required mainshytenance or supervise you while you do the maintenance on your aircraft just like when it was in standard category
As you can see the experimenshytalexhibition category places significant restrictions on the opshyeration of the aircraft which in turn limits the utility of the airshycraft while offering little if any opportunity for cost savings These limitations also signifishycantly reduce the market value of the aircraft should the owner ever want to sell it and once an airshycraft is removed from standard category it is difficult and expenshysive to move it back For these reasons we do not recommend that you change the certification category of a standard category aircraft unless you truly meet the requirements of experimental exhibition category and the purshypose
Reference FAA Order 81302D in Adobe Acrobat httpav-infoaagovdst81302DC3pdf
VINTAGE AIRPLANE 7
LITTLE BIG PLANE The Rearwin Cloudster only looks big in photos
T HE CLOUDSTER WAS
THE LAST OF A SERIES
OF LITTLE ROUND ENshy
GINE AIRPLANES DESIGNED BY
REARWIN AIRPLANES THE CAA DESshy
IGNATED THE ORIGINAL 1939
CLOUDSTER AS AN 8125 THIS ENTRY
INTO THE MARKET WAS REARWIN S
ATTEMPT TO PROVIDE NEW SIDE-BYshy
SIDE SEATING A FIVE-CYLINDER KEN
ROYCE ENGINE THAT DEVELOPED 90
HP AT 2250 RPM POWERED THE
8125 ONLY ONE WAS PRODUCED
In 1940 Rearwin changed the engine to a seven-cylinder radial and with that came a new designashytion 8135 A seven-cylinder Ken Royce engine that produced 120 hp at 2225 rpm powered the 8135 Cloudsters They had the same sideshyby-side seating but had a sideways facing seat in the rear Some of the 8135 Cloudsters were additionally designated as 8135T denoting a two-place tandem-seat instrument trainer They had an additional inshystrument panel in the back seat for the instructor and a second door for
The seven-cylinder Ken Royce enshygine develops 120 hp at 2225 rpm The radial engine and stout appearshyance give the Cloudster the look of
a small Howard DGA
MARCH 2002
ART R INK
t-----zmiddot------1
r----shy - ----------oshy-shyu middotmiddotshy--------1
Rearwin Cloudster A two to three-place private owner plane with a choice of Ken Royce engines from 90-120 hp Aircraft Yearbook-1941
8
Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown in memshyory of Smilin Jack Mosley and his real-life airplane NC2600
entering and exiting the rear seat My Cloudster NC25545 was a
flying airplane in December 1999 Since I didnt have a hangar at the time I decided to buy some time by having work done to the exterior One thing led to another so over a period of 12 months I had the wood in both wings repaired where needed I also had new leading edges pulleys cables and electrical wiring installed at the same time
Following that over the next six months both the wings and ailerons were covered in Ceconite 102 and finished using Randolphs STC The fuselage was rejuvenated and all the metal parts were stripped and painted with Randolph products The propeller was sent back to Sensenich for a complete overhaul John Talmage the previous owner had rebuilt the engine firewall inteshyriof and instrument panel so I didnt have to rework those items
The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour Since all the control cables have ball bearing pulleys the airplane is a real joy to fly The flight controls are sensitive to light presshysure On the ground the forward visibility is limited but the steerable tail wheel makes it easy to do Sshyturns while taxiing The brakes are mechanical with bronze plates and they work very well The airplane has an empty weight of approxishymately 1200 pounds and a gross weight of 1900 pounds The fuel tanks hold 34 gallons and are fed through a selector valve making the fuel management simple
Of about 120 Cloudsters built you could count the number curshyrently flying on both hands A quick check shows the FAA has 22 of them registered but that many sure arent flying
I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane Best of all the engine makes that incredible throaty sound that only a round enshygine makes The airplane is pure fun I look forward to each weekend
VINTAGE AIRPLANE 9
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
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airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE wwwairolanetshirtscom
1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
Originol Nieuport 28 restoreli by Vinloge Aviotion srvic
PRIME C LASSIFI ED R EAL ESTATE
AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
1 0000+ IMPRESSIONS
CALL JULI E AT EAA HQ
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FOR MORE IN FO
Want to see your plane or pearis of wisdom in print
Write an article for VINTAGE AIRPLANE
Were always looking for technical articles and photos of your latest restoration We cant offer you money but we can make you a hero
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Send your submissions to
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For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
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Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
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No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
THIS MONTHS MySshyTERY PLANE COMES TO US VIA THE COLLECTION OF JAMES MARTIN OF SOUTH BEND INDIANA
have pictures of most models RH Osborne (Dick) Colorado Springs Colorado
I recently published a book Wings North Wausaus Aviation History which includes information relating to Alexander Eaglerocks in Wisconsin
The Hall Aircraft Corp Wausau was the Eaglerock distributor for all of Wisshyconsin in the late 1920s and I have numerous photographs of their Eagleshyrocks at Wausau Among my collection but not in the book is a photo taken on April 13 1928 of a group of Chrysler Corp executives next to an Eaglerock in exactly the same location in front of the very same hangar as in your photo (left) Mark Hubbard president of Hall Aircraft Corp and AT Tracy sales manager for Hall Garage Inc a Chrysler dealer are briefing them
It appears to me that the man on the left in your photo is Mark Hubbard probably on a sales or delivery trip to Milwaukee
Above my desk I have a framed piece of original fabric with the handshypainted Eaglerock logo salvaged by Irv Hall from the rudder of a damaged Eashyglerock
Robert C Wylie Wausau Wisconsin
MARCH MYSTERY PLANE
SEND YOUR ANSWER TO EAA VINTAGE
AIRPLANE PO Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER NEEDS TO
BE IN NO lATER THAN APRil 10 FOR INshy
CLUSION IN THE JUNE 2002 ISSUE OF
VINTAGE AIRPLANE
You CAN ALSO SEND YOUR RESPONSE
The best reference for Eaglerock history is The A lexander Eaglerock A History of the Alexander A ircraft Company written by Col John A deVries and published by Wolfshygang Publishing Colorado Springs Colorado in 1985 There have been other articles and mentions in several books The Eaglerock can be found in Vol 1 of Juptners US Civil Aircraft The combo-wing Eaglerock received ATC 7 and the long-wing is ATC 8 Later models can be found listed under ATCs 57 5859 139141 and 190 The Noshyvember 1973 issue of EAA Sport Aviation contains an article entishytled An Alexander What by Jack Cox
The Eaglerock is easily identifishyable by the inward slanting wing struts the cowling design enclosing the OX-5 engine which powered most of them and the radiator locashytion under the aft end of the cowling It is identified as a comboshywing because the lower wing panels are shorter than the upper wing All Eaglerock wing panels have a conshystant chord with identical rib sections The only difference is length This approach simplified manufacturing and maintenance
VIA E-MAil SEND YOUR ANSWER TO
vintageeaaorg BE SURE TO INCLUDE BOTH YOUR NAME
AND ADDRESS (ESPECIAllY YOUR CITY AND
STATE) IN THE BODY OF YOUR NOTE AND
PUT (MONTH) MYSTERY PLANE IN THE
SUBJECT LINE
The original wing configuration or long-Wing used 18-foot wing panshyels and because of the 2-foot width of the fuselage at the lower wing atshytach point the overall span for the lower wing was 38 feet while the upper span was 36 feet This proshyvided an excess amount of lift so the lower wing panels were reduced to 16 feet The A model was introshyduced in 1928 and featured a 6-foot center section in the upper wing with the 16-foot outer wing panels then used for both upper and lower wings It could accommodate two people in the front cockpit if you were willing to be friendly enough So technically it can be identified as a three-place airplane
Pete Jansen Seattle Washington
Other correct answers were reshyceived from John Miller Poughkeepsie New York Bill Vogelshysang Madison Wisconsin Mark Weigand Troy Michigan Dave Paulshyley Osage Wyoming Allen Herr Yuba City California Ed Kastner Elma New York George Jevnager Hopkins Minnesota and Tom Hegy Hartford Wisconsin
VINTAGE AIRPLANE 5
On a regular basis here at EAA headquarters memshybers ask us if there is any advantage to converting
their airplane to the experimental category Many aircraft owners have the idea that they will save money if they switch their factoryshybuilt aircraft from standard category to experimental This noshytion no doubt stems from the fact that they see owners of homebuilt aircraft doing their own mainteshynance repairs and inspections or using more modern auto-engine conversions This brings forth the idea that if they converted their standard category aircraft to expershyimental they could save money by reducing maintenance expenses andor taking advantage of modshyern engine technology Actually its not that simple
The fact is there isnt just one experimental category Rather there are several purposes for which the FAA might issue an experimental airworthiness cershytificate One of those purposes is for operating an amateur-built
6 MARCH 2002
aircraft This is the certificate unshyder which homebuilt aircraft are operated There are several other purposes for which an experishymental airworthiness certificate can be issued These include reshysearch and development crew training exhibition air racing market survey and others Each purpose has its own unique charshyacteristics and limitations
In truth there is little benefit to changing from standard to experishymental category Heres why Since the aircraft is factory-built and certificated in standard category it would not be eligible for experishymentalamateur-built status The FAA defines amateur-built aircraft as aircraft in which the major portion has been fabricated and assembled by a person(s) who unshydertook the construction process solely for their own education or recreation A factory-built aircraft does not meet this definition Also amateur-built aircraft cannot have been previously certificated in another category This means that the aircraft would have to be
Its not certificated within one of the other experimental purposes The least restrictive of the available purposes would be exhibition but this purpose still places signifshyicant restrictions on the use of the aircraft
FAA Order 81302D outlines the procedures for certificating aircraft and related products and it conshytains the definition and limitations of various certification categories Section 8 covers operation of airshycraft under the experimental purpose of exhibition and air racshying The description of this certification purpose reads
A certificate for experimental exhibition shall only be issued when an aircraft is to be used for va lid exhibition purposes Inshycluded in those purposes are organized air shows organized air races organized fly-in activishyties organized exhibitions youth education events shopping mallschoolsimilar static disshyplays organized aerobatic competition sail plane fly-ins or competitive races or meets and
E1eri-mental movie or television productions
Youll notice that recreational and cross-country flying are not mentioned
Experimentalexhibition cateshygory is further broken down into four groups identified by Roman numerals I through IV Aircraft that were formerly certificated in standard category fall into Group IV Group IV aircraft will be issued operating limitations that include the following
The proficiency area is limited to non-stop flight that begins and ends at the airport where the airshycraft is based with sufficient fuel reserve to meet the applicable opshyerating rules of Part 91 An alternate airport selection is not available for aircraft in this group (Italics ours)
This means you cannot fly the aircraft to any other airports unshyless it is to an exhibition registered in advance with the FAA You need to submit a program letter to the FAA that lists the exhibitions you wish to attend and you must contact the FAA in advance to fly
to an exhibition that is not listed in your program letter Any flight that is not to from or at one of these exhibitions is a proficiency flight and must be conducted on ly from your home field and you can land on ly at your home field-no $100 hamburger trips for pleasure
Only FAA-certificated mechanshyics with appropriate ratings as authorized by FAR 433 may pershyform inspections required by these operating limitations
Unlike the amateur-built cateshygory where the builder can apply for a repairman certificate that authorizes himher to do condition inspections (basically equivalent to an annual) you will not be authorized to do so on your exhibition aircraft You would need to find a certificated mechanic to do the inspections Further because your aircraft preshyviously held a different category airworthiness certificate all of the maintenance requirements of FAR Part 43 sti ll apply That means you have to have an AampP
JOE NORRIS EAA AVIATION INFORMATION SERVICES
mechanic do the required mainshytenance or supervise you while you do the maintenance on your aircraft just like when it was in standard category
As you can see the experimenshytalexhibition category places significant restrictions on the opshyeration of the aircraft which in turn limits the utility of the airshycraft while offering little if any opportunity for cost savings These limitations also signifishycantly reduce the market value of the aircraft should the owner ever want to sell it and once an airshycraft is removed from standard category it is difficult and expenshysive to move it back For these reasons we do not recommend that you change the certification category of a standard category aircraft unless you truly meet the requirements of experimental exhibition category and the purshypose
Reference FAA Order 81302D in Adobe Acrobat httpav-infoaagovdst81302DC3pdf
VINTAGE AIRPLANE 7
LITTLE BIG PLANE The Rearwin Cloudster only looks big in photos
T HE CLOUDSTER WAS
THE LAST OF A SERIES
OF LITTLE ROUND ENshy
GINE AIRPLANES DESIGNED BY
REARWIN AIRPLANES THE CAA DESshy
IGNATED THE ORIGINAL 1939
CLOUDSTER AS AN 8125 THIS ENTRY
INTO THE MARKET WAS REARWIN S
ATTEMPT TO PROVIDE NEW SIDE-BYshy
SIDE SEATING A FIVE-CYLINDER KEN
ROYCE ENGINE THAT DEVELOPED 90
HP AT 2250 RPM POWERED THE
8125 ONLY ONE WAS PRODUCED
In 1940 Rearwin changed the engine to a seven-cylinder radial and with that came a new designashytion 8135 A seven-cylinder Ken Royce engine that produced 120 hp at 2225 rpm powered the 8135 Cloudsters They had the same sideshyby-side seating but had a sideways facing seat in the rear Some of the 8135 Cloudsters were additionally designated as 8135T denoting a two-place tandem-seat instrument trainer They had an additional inshystrument panel in the back seat for the instructor and a second door for
The seven-cylinder Ken Royce enshygine develops 120 hp at 2225 rpm The radial engine and stout appearshyance give the Cloudster the look of
a small Howard DGA
MARCH 2002
ART R INK
t-----zmiddot------1
r----shy - ----------oshy-shyu middotmiddotshy--------1
Rearwin Cloudster A two to three-place private owner plane with a choice of Ken Royce engines from 90-120 hp Aircraft Yearbook-1941
8
Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown in memshyory of Smilin Jack Mosley and his real-life airplane NC2600
entering and exiting the rear seat My Cloudster NC25545 was a
flying airplane in December 1999 Since I didnt have a hangar at the time I decided to buy some time by having work done to the exterior One thing led to another so over a period of 12 months I had the wood in both wings repaired where needed I also had new leading edges pulleys cables and electrical wiring installed at the same time
Following that over the next six months both the wings and ailerons were covered in Ceconite 102 and finished using Randolphs STC The fuselage was rejuvenated and all the metal parts were stripped and painted with Randolph products The propeller was sent back to Sensenich for a complete overhaul John Talmage the previous owner had rebuilt the engine firewall inteshyriof and instrument panel so I didnt have to rework those items
The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour Since all the control cables have ball bearing pulleys the airplane is a real joy to fly The flight controls are sensitive to light presshysure On the ground the forward visibility is limited but the steerable tail wheel makes it easy to do Sshyturns while taxiing The brakes are mechanical with bronze plates and they work very well The airplane has an empty weight of approxishymately 1200 pounds and a gross weight of 1900 pounds The fuel tanks hold 34 gallons and are fed through a selector valve making the fuel management simple
Of about 120 Cloudsters built you could count the number curshyrently flying on both hands A quick check shows the FAA has 22 of them registered but that many sure arent flying
I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane Best of all the engine makes that incredible throaty sound that only a round enshygine makes The airplane is pure fun I look forward to each weekend
VINTAGE AIRPLANE 9
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
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New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
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CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
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Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
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VINTAGE AIRPLANE 27
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May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
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28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
On a regular basis here at EAA headquarters memshybers ask us if there is any advantage to converting
their airplane to the experimental category Many aircraft owners have the idea that they will save money if they switch their factoryshybuilt aircraft from standard category to experimental This noshytion no doubt stems from the fact that they see owners of homebuilt aircraft doing their own mainteshynance repairs and inspections or using more modern auto-engine conversions This brings forth the idea that if they converted their standard category aircraft to expershyimental they could save money by reducing maintenance expenses andor taking advantage of modshyern engine technology Actually its not that simple
The fact is there isnt just one experimental category Rather there are several purposes for which the FAA might issue an experimental airworthiness cershytificate One of those purposes is for operating an amateur-built
6 MARCH 2002
aircraft This is the certificate unshyder which homebuilt aircraft are operated There are several other purposes for which an experishymental airworthiness certificate can be issued These include reshysearch and development crew training exhibition air racing market survey and others Each purpose has its own unique charshyacteristics and limitations
In truth there is little benefit to changing from standard to experishymental category Heres why Since the aircraft is factory-built and certificated in standard category it would not be eligible for experishymentalamateur-built status The FAA defines amateur-built aircraft as aircraft in which the major portion has been fabricated and assembled by a person(s) who unshydertook the construction process solely for their own education or recreation A factory-built aircraft does not meet this definition Also amateur-built aircraft cannot have been previously certificated in another category This means that the aircraft would have to be
Its not certificated within one of the other experimental purposes The least restrictive of the available purposes would be exhibition but this purpose still places signifshyicant restrictions on the use of the aircraft
FAA Order 81302D outlines the procedures for certificating aircraft and related products and it conshytains the definition and limitations of various certification categories Section 8 covers operation of airshycraft under the experimental purpose of exhibition and air racshying The description of this certification purpose reads
A certificate for experimental exhibition shall only be issued when an aircraft is to be used for va lid exhibition purposes Inshycluded in those purposes are organized air shows organized air races organized fly-in activishyties organized exhibitions youth education events shopping mallschoolsimilar static disshyplays organized aerobatic competition sail plane fly-ins or competitive races or meets and
E1eri-mental movie or television productions
Youll notice that recreational and cross-country flying are not mentioned
Experimentalexhibition cateshygory is further broken down into four groups identified by Roman numerals I through IV Aircraft that were formerly certificated in standard category fall into Group IV Group IV aircraft will be issued operating limitations that include the following
The proficiency area is limited to non-stop flight that begins and ends at the airport where the airshycraft is based with sufficient fuel reserve to meet the applicable opshyerating rules of Part 91 An alternate airport selection is not available for aircraft in this group (Italics ours)
This means you cannot fly the aircraft to any other airports unshyless it is to an exhibition registered in advance with the FAA You need to submit a program letter to the FAA that lists the exhibitions you wish to attend and you must contact the FAA in advance to fly
to an exhibition that is not listed in your program letter Any flight that is not to from or at one of these exhibitions is a proficiency flight and must be conducted on ly from your home field and you can land on ly at your home field-no $100 hamburger trips for pleasure
Only FAA-certificated mechanshyics with appropriate ratings as authorized by FAR 433 may pershyform inspections required by these operating limitations
Unlike the amateur-built cateshygory where the builder can apply for a repairman certificate that authorizes himher to do condition inspections (basically equivalent to an annual) you will not be authorized to do so on your exhibition aircraft You would need to find a certificated mechanic to do the inspections Further because your aircraft preshyviously held a different category airworthiness certificate all of the maintenance requirements of FAR Part 43 sti ll apply That means you have to have an AampP
JOE NORRIS EAA AVIATION INFORMATION SERVICES
mechanic do the required mainshytenance or supervise you while you do the maintenance on your aircraft just like when it was in standard category
As you can see the experimenshytalexhibition category places significant restrictions on the opshyeration of the aircraft which in turn limits the utility of the airshycraft while offering little if any opportunity for cost savings These limitations also signifishycantly reduce the market value of the aircraft should the owner ever want to sell it and once an airshycraft is removed from standard category it is difficult and expenshysive to move it back For these reasons we do not recommend that you change the certification category of a standard category aircraft unless you truly meet the requirements of experimental exhibition category and the purshypose
Reference FAA Order 81302D in Adobe Acrobat httpav-infoaagovdst81302DC3pdf
VINTAGE AIRPLANE 7
LITTLE BIG PLANE The Rearwin Cloudster only looks big in photos
T HE CLOUDSTER WAS
THE LAST OF A SERIES
OF LITTLE ROUND ENshy
GINE AIRPLANES DESIGNED BY
REARWIN AIRPLANES THE CAA DESshy
IGNATED THE ORIGINAL 1939
CLOUDSTER AS AN 8125 THIS ENTRY
INTO THE MARKET WAS REARWIN S
ATTEMPT TO PROVIDE NEW SIDE-BYshy
SIDE SEATING A FIVE-CYLINDER KEN
ROYCE ENGINE THAT DEVELOPED 90
HP AT 2250 RPM POWERED THE
8125 ONLY ONE WAS PRODUCED
In 1940 Rearwin changed the engine to a seven-cylinder radial and with that came a new designashytion 8135 A seven-cylinder Ken Royce engine that produced 120 hp at 2225 rpm powered the 8135 Cloudsters They had the same sideshyby-side seating but had a sideways facing seat in the rear Some of the 8135 Cloudsters were additionally designated as 8135T denoting a two-place tandem-seat instrument trainer They had an additional inshystrument panel in the back seat for the instructor and a second door for
The seven-cylinder Ken Royce enshygine develops 120 hp at 2225 rpm The radial engine and stout appearshyance give the Cloudster the look of
a small Howard DGA
MARCH 2002
ART R INK
t-----zmiddot------1
r----shy - ----------oshy-shyu middotmiddotshy--------1
Rearwin Cloudster A two to three-place private owner plane with a choice of Ken Royce engines from 90-120 hp Aircraft Yearbook-1941
8
Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown in memshyory of Smilin Jack Mosley and his real-life airplane NC2600
entering and exiting the rear seat My Cloudster NC25545 was a
flying airplane in December 1999 Since I didnt have a hangar at the time I decided to buy some time by having work done to the exterior One thing led to another so over a period of 12 months I had the wood in both wings repaired where needed I also had new leading edges pulleys cables and electrical wiring installed at the same time
Following that over the next six months both the wings and ailerons were covered in Ceconite 102 and finished using Randolphs STC The fuselage was rejuvenated and all the metal parts were stripped and painted with Randolph products The propeller was sent back to Sensenich for a complete overhaul John Talmage the previous owner had rebuilt the engine firewall inteshyriof and instrument panel so I didnt have to rework those items
The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour Since all the control cables have ball bearing pulleys the airplane is a real joy to fly The flight controls are sensitive to light presshysure On the ground the forward visibility is limited but the steerable tail wheel makes it easy to do Sshyturns while taxiing The brakes are mechanical with bronze plates and they work very well The airplane has an empty weight of approxishymately 1200 pounds and a gross weight of 1900 pounds The fuel tanks hold 34 gallons and are fed through a selector valve making the fuel management simple
Of about 120 Cloudsters built you could count the number curshyrently flying on both hands A quick check shows the FAA has 22 of them registered but that many sure arent flying
I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane Best of all the engine makes that incredible throaty sound that only a round enshygine makes The airplane is pure fun I look forward to each weekend
VINTAGE AIRPLANE 9
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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Fabric Selection Guide showing actual sample colors and styles of materials $300
airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
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For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
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Regardless of the size of the project my goal
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8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
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Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
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VINTAGE AIRPLANE 27
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Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
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SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
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Visit wwwsportaircom for a complete listing of workshops
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28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
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An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
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Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
E1eri-mental movie or television productions
Youll notice that recreational and cross-country flying are not mentioned
Experimentalexhibition cateshygory is further broken down into four groups identified by Roman numerals I through IV Aircraft that were formerly certificated in standard category fall into Group IV Group IV aircraft will be issued operating limitations that include the following
The proficiency area is limited to non-stop flight that begins and ends at the airport where the airshycraft is based with sufficient fuel reserve to meet the applicable opshyerating rules of Part 91 An alternate airport selection is not available for aircraft in this group (Italics ours)
This means you cannot fly the aircraft to any other airports unshyless it is to an exhibition registered in advance with the FAA You need to submit a program letter to the FAA that lists the exhibitions you wish to attend and you must contact the FAA in advance to fly
to an exhibition that is not listed in your program letter Any flight that is not to from or at one of these exhibitions is a proficiency flight and must be conducted on ly from your home field and you can land on ly at your home field-no $100 hamburger trips for pleasure
Only FAA-certificated mechanshyics with appropriate ratings as authorized by FAR 433 may pershyform inspections required by these operating limitations
Unlike the amateur-built cateshygory where the builder can apply for a repairman certificate that authorizes himher to do condition inspections (basically equivalent to an annual) you will not be authorized to do so on your exhibition aircraft You would need to find a certificated mechanic to do the inspections Further because your aircraft preshyviously held a different category airworthiness certificate all of the maintenance requirements of FAR Part 43 sti ll apply That means you have to have an AampP
JOE NORRIS EAA AVIATION INFORMATION SERVICES
mechanic do the required mainshytenance or supervise you while you do the maintenance on your aircraft just like when it was in standard category
As you can see the experimenshytalexhibition category places significant restrictions on the opshyeration of the aircraft which in turn limits the utility of the airshycraft while offering little if any opportunity for cost savings These limitations also signifishycantly reduce the market value of the aircraft should the owner ever want to sell it and once an airshycraft is removed from standard category it is difficult and expenshysive to move it back For these reasons we do not recommend that you change the certification category of a standard category aircraft unless you truly meet the requirements of experimental exhibition category and the purshypose
Reference FAA Order 81302D in Adobe Acrobat httpav-infoaagovdst81302DC3pdf
VINTAGE AIRPLANE 7
LITTLE BIG PLANE The Rearwin Cloudster only looks big in photos
T HE CLOUDSTER WAS
THE LAST OF A SERIES
OF LITTLE ROUND ENshy
GINE AIRPLANES DESIGNED BY
REARWIN AIRPLANES THE CAA DESshy
IGNATED THE ORIGINAL 1939
CLOUDSTER AS AN 8125 THIS ENTRY
INTO THE MARKET WAS REARWIN S
ATTEMPT TO PROVIDE NEW SIDE-BYshy
SIDE SEATING A FIVE-CYLINDER KEN
ROYCE ENGINE THAT DEVELOPED 90
HP AT 2250 RPM POWERED THE
8125 ONLY ONE WAS PRODUCED
In 1940 Rearwin changed the engine to a seven-cylinder radial and with that came a new designashytion 8135 A seven-cylinder Ken Royce engine that produced 120 hp at 2225 rpm powered the 8135 Cloudsters They had the same sideshyby-side seating but had a sideways facing seat in the rear Some of the 8135 Cloudsters were additionally designated as 8135T denoting a two-place tandem-seat instrument trainer They had an additional inshystrument panel in the back seat for the instructor and a second door for
The seven-cylinder Ken Royce enshygine develops 120 hp at 2225 rpm The radial engine and stout appearshyance give the Cloudster the look of
a small Howard DGA
MARCH 2002
ART R INK
t-----zmiddot------1
r----shy - ----------oshy-shyu middotmiddotshy--------1
Rearwin Cloudster A two to three-place private owner plane with a choice of Ken Royce engines from 90-120 hp Aircraft Yearbook-1941
8
Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown in memshyory of Smilin Jack Mosley and his real-life airplane NC2600
entering and exiting the rear seat My Cloudster NC25545 was a
flying airplane in December 1999 Since I didnt have a hangar at the time I decided to buy some time by having work done to the exterior One thing led to another so over a period of 12 months I had the wood in both wings repaired where needed I also had new leading edges pulleys cables and electrical wiring installed at the same time
Following that over the next six months both the wings and ailerons were covered in Ceconite 102 and finished using Randolphs STC The fuselage was rejuvenated and all the metal parts were stripped and painted with Randolph products The propeller was sent back to Sensenich for a complete overhaul John Talmage the previous owner had rebuilt the engine firewall inteshyriof and instrument panel so I didnt have to rework those items
The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour Since all the control cables have ball bearing pulleys the airplane is a real joy to fly The flight controls are sensitive to light presshysure On the ground the forward visibility is limited but the steerable tail wheel makes it easy to do Sshyturns while taxiing The brakes are mechanical with bronze plates and they work very well The airplane has an empty weight of approxishymately 1200 pounds and a gross weight of 1900 pounds The fuel tanks hold 34 gallons and are fed through a selector valve making the fuel management simple
Of about 120 Cloudsters built you could count the number curshyrently flying on both hands A quick check shows the FAA has 22 of them registered but that many sure arent flying
I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane Best of all the engine makes that incredible throaty sound that only a round enshygine makes The airplane is pure fun I look forward to each weekend
VINTAGE AIRPLANE 9
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
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VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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Advertising Closing Dates 10th of second month prior to desired issue date (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
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1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
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AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
1 0000+ IMPRESSIONS
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Write an article for VINTAGE AIRPLANE
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Send your submissions to
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For pointers on fonnat and gt content feel free to call
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VINTAGE AIRPLANE 27
bull
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Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
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member of the
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800-843-3612
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a Fairchild 24 over the past seven
years AUA has been my only insurance
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
LITTLE BIG PLANE The Rearwin Cloudster only looks big in photos
T HE CLOUDSTER WAS
THE LAST OF A SERIES
OF LITTLE ROUND ENshy
GINE AIRPLANES DESIGNED BY
REARWIN AIRPLANES THE CAA DESshy
IGNATED THE ORIGINAL 1939
CLOUDSTER AS AN 8125 THIS ENTRY
INTO THE MARKET WAS REARWIN S
ATTEMPT TO PROVIDE NEW SIDE-BYshy
SIDE SEATING A FIVE-CYLINDER KEN
ROYCE ENGINE THAT DEVELOPED 90
HP AT 2250 RPM POWERED THE
8125 ONLY ONE WAS PRODUCED
In 1940 Rearwin changed the engine to a seven-cylinder radial and with that came a new designashytion 8135 A seven-cylinder Ken Royce engine that produced 120 hp at 2225 rpm powered the 8135 Cloudsters They had the same sideshyby-side seating but had a sideways facing seat in the rear Some of the 8135 Cloudsters were additionally designated as 8135T denoting a two-place tandem-seat instrument trainer They had an additional inshystrument panel in the back seat for the instructor and a second door for
The seven-cylinder Ken Royce enshygine develops 120 hp at 2225 rpm The radial engine and stout appearshyance give the Cloudster the look of
a small Howard DGA
MARCH 2002
ART R INK
t-----zmiddot------1
r----shy - ----------oshy-shyu middotmiddotshy--------1
Rearwin Cloudster A two to three-place private owner plane with a choice of Ken Royce engines from 90-120 hp Aircraft Yearbook-1941
8
Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown in memshyory of Smilin Jack Mosley and his real-life airplane NC2600
entering and exiting the rear seat My Cloudster NC25545 was a
flying airplane in December 1999 Since I didnt have a hangar at the time I decided to buy some time by having work done to the exterior One thing led to another so over a period of 12 months I had the wood in both wings repaired where needed I also had new leading edges pulleys cables and electrical wiring installed at the same time
Following that over the next six months both the wings and ailerons were covered in Ceconite 102 and finished using Randolphs STC The fuselage was rejuvenated and all the metal parts were stripped and painted with Randolph products The propeller was sent back to Sensenich for a complete overhaul John Talmage the previous owner had rebuilt the engine firewall inteshyriof and instrument panel so I didnt have to rework those items
The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour Since all the control cables have ball bearing pulleys the airplane is a real joy to fly The flight controls are sensitive to light presshysure On the ground the forward visibility is limited but the steerable tail wheel makes it easy to do Sshyturns while taxiing The brakes are mechanical with bronze plates and they work very well The airplane has an empty weight of approxishymately 1200 pounds and a gross weight of 1900 pounds The fuel tanks hold 34 gallons and are fed through a selector valve making the fuel management simple
Of about 120 Cloudsters built you could count the number curshyrently flying on both hands A quick check shows the FAA has 22 of them registered but that many sure arent flying
I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane Best of all the engine makes that incredible throaty sound that only a round enshygine makes The airplane is pure fun I look forward to each weekend
VINTAGE AIRPLANE 9
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
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Fabric Selection Guide showing actual sample colors and styles of materials $300
airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
is Practicing a Tradition
We provide the f ollowing services
gt- Restorations
~ Paint and Fabric
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Visit the Website wwwmikeshangarcom
MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
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THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
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VINTAGE AIRPLANE 27
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bullbull iL t tbull
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Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
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VINTAGE AIRPLANE 31
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AVIATION UNLIMITED AGENCY
Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown in memshyory of Smilin Jack Mosley and his real-life airplane NC2600
entering and exiting the rear seat My Cloudster NC25545 was a
flying airplane in December 1999 Since I didnt have a hangar at the time I decided to buy some time by having work done to the exterior One thing led to another so over a period of 12 months I had the wood in both wings repaired where needed I also had new leading edges pulleys cables and electrical wiring installed at the same time
Following that over the next six months both the wings and ailerons were covered in Ceconite 102 and finished using Randolphs STC The fuselage was rejuvenated and all the metal parts were stripped and painted with Randolph products The propeller was sent back to Sensenich for a complete overhaul John Talmage the previous owner had rebuilt the engine firewall inteshyriof and instrument panel so I didnt have to rework those items
The 8135 Cloudster cruises at 120 mph at 2050 rpm using 7 gallons of fuel per hour Since all the control cables have ball bearing pulleys the airplane is a real joy to fly The flight controls are sensitive to light presshysure On the ground the forward visibility is limited but the steerable tail wheel makes it easy to do Sshyturns while taxiing The brakes are mechanical with bronze plates and they work very well The airplane has an empty weight of approxishymately 1200 pounds and a gross weight of 1900 pounds The fuel tanks hold 34 gallons and are fed through a selector valve making the fuel management simple
Of about 120 Cloudsters built you could count the number curshyrently flying on both hands A quick check shows the FAA has 22 of them registered but that many sure arent flying
I find the Rearwin Cloudster a straightforward airplane that flies and looks like a big airplane Best of all the engine makes that incredible throaty sound that only a round enshygine makes The airplane is pure fun I look forward to each weekend
VINTAGE AIRPLANE 9
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
is Practicing a Tradition
We provide the f ollowing services
gt- Restorations
~ Paint and Fabric
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Visit the Website wwwmikeshangarcom
MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
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THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
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Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
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Write an article for VINTAGE AIRPLANE
Were always looking for technical articles and photos of your latest restoration We cant offer you money but we can make you a hero
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Send your submissions to
Editor Vintage Airplane PO Box 3086~j~ -I Oshkosh VVI 54904
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For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
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Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE A)RPlANE 29
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30 MARCH 2002
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
Thirty-Three and a Half Hours A little anecdote of 1927
JOHN M MILLER
cal en ~--=aiiiii~~e~nQteG FIQwa d n theI n May 1927 I was a mecha neering student at P-ratt In titute of Technology in Brookl 11 w York
about to graduate I had done some yshying before that starting in 1923 when I soloed a IN-4 on my 18th birthday durshying my fourth year of high school I spent the summer of 1924 hopping passhysengers This was long before there were any regulations so it was without a pishylot certificate
At the time a number of pilots were making preparations at Roosevelt Field and Curtiss Field on Long Island to compete for the Orteig Prize of $25000 for the first nonstop flight between New York and Paris I sometimes went out to Mineola Long Island to watch the preparations often cutting classes
On one day I was standing beside a friend Howard Stark who lived at Pawling New York near my home here in PoughkeepSie We were watchshying Lindbergh and his plane Lindbergh had flown from San Diego a day or so before with only one stop at St Louis and was getting ready for his flight to Paris
Howard was the first person to fly successfully in the fog while using the then-new turn indicator He had disshycovered the proper way in which to use the instrument and to recover from the deadly out-of-control spiral dive which had killed so many people before (and since) He had published an instructional pamphlet that he sold by mail He called his system the Stark 1-2-3 system and it is still used today the only proper method Many pilots had failed to figure out how to propshyerly use the instrument not even the Army and the manufacturer Howard was beginning to be quite well known in aviation He was the true father of instrument flying
As we were standing there someone pointed out Howard to Lindbergh who then walked over to speak to him He
1 0 MARCH 2002
phie a copy of whi he purchased by mail and ad used to teach himself to fly in the fog using Howards method Howard had already mentioned to me that he had sold the pamphlet to Lindbergh by mail but he was a very shy person and had not inshytroduced himself to Lindbergh I did not join in the conversation for I was a very junior member of the aviation scene at the time We both had looked into the cockpit of the Ryan airplane and seen the turn indicator on the panel In addition we saw a Pioneer Earth Inductor Compass powered by a little anemometer on the top of the fuselage Those two instruments were on the cutting edge of technology at the time and certainly made the fashymous flight possible As far as I know all the other airplanes that were being prepared for the trans-Atlantic flight had turn indicators but I doubt whether the other pilots were really proficient in their use Howard too was doubtful about their proficiency
I was again at the field the day beshyfore Lindbergh took off and heard the rumors that he planned to do so the next morning so I stayed up all night in the lobby of the Garden City Hotel waiting for the event On that murky morning I watched the takeoff and was worried about the plane clearing the wires and poles on the edge of Rooshysevelt Field I stood directly behind his rudder to sight on the two power line poles to see if he went right between them which he did with only a periscope to see forward Otherwise he had no forward visibility
After he was gone out of sight in the murk I said to myself and to others nearby that we probably would never see the poor guy again that he would probably disappear like the previous Old Glory the Fokker Universal monoshyplane that I had watched during its
tgtreparations but had missed its takeoff rkors y- lplane had also
crashe burned attempting takeoff with a too-heavy fuel load
Later when the Lindbergh welcomshying parade was held on 5th Avenue I sat on a ninth-floor windowsill with my feet hanging out at 507 5th Avshyenue the office of my aunt who had a little employment agency for office girls It was a perfect grandstand seat for the huge parade
In 1930 I was flying professionally at Teterboro Airport At that time the Lindberghs kept their Lockheed Sirius in the Bendix hangar at Teterboro I used to help Lindbergh push it in and out of the hangar when he and his wife went on various flights I did not really get acquainted with him because I did not wish to be another pushy person There were plenty of those already However he voluntarily gave me an 8 by 10 autographed photo of himself which I still have and highly prize
On March 23 1992 I was in Washshyington DC visiting the National Air and Space Museum The Spirit of St Louis Ryan airplane had been lowered from its usual place hanging from the ceiling and the Smithsonian technishycians were in the process of cleaning it They were evidently being very careful to avoid wiping off the now ancient and honorable black exhaust stains The enshygine cowling was removed I had seen it off in 1927 too I could again look into the cockpit but because of the barriers I was 15 feet away This reminded me of the last time I had looked into that cockshypit decades ago It hadnt changed
I wonder how many pilots today would be able to fly 33-12 hours with just a turn indicator magnetiC compass Pioneer Earth Inductor Compass airshyspeed indicator and altimeter with no forward visibility or radio navigation avionics system
Thirty-three and a half hours
gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
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VINTAGE AIRPLANE 27
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Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
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April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
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Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
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gle static discharge can be disastrous
Over the past year I have been restoring a Cassu t t lIM sport racer that had formerly belonged to Pete Myers of Oak Lawn Illinois The fuseshylage was covered with Ceconite fabric and four coats of nitrate dope all the finishing tapes reinforcement patches inspection rings and gussets had been installed The project was ready for butyrate Although the airshyframe was not being covered with the vinyl-based less flammable PolyshyFiber process I was following many of the excellent suggestions and techshyniques outlined in Ron Alexanders aircraft builder and the EAAPolyshyFiber Aircraft Fabric Covering instructional video This included wearing latex rubber gloves for chemshyica l protection while wiping down the fabric surface with a prep solvent prior to spraying After wiping several square feet the shop towel was recharged with solvent At this time I had a gallon can of solvent in my left hand and a clean solvent- laden shop towe l in my right hand (Editors Note See my comments at the end of this article regarding shop towels)
As my gloved right hand holding the shop towel approached the airshycraft a static discharge snapped from the towel to the fabric surface and inshystantly ignited the solvent vapor in a flash of blue flame followed by a rapshyidly expanding circle of burning nitrate-doped fabric
I was able to carefu lly move the gallon can away from the aircraft without sloshing or spilling any of the extremely volatile solvent Within seconds the entire fuselage had blown up in yellow fire and black smoke I discharged a fire extinguisher but was not able to completely quench the flames I was able to get the airplane outside before anything else in my
GILES HENDERSON
garage caught fire The entire covershying of fabric burned in less than two minutes By the time I reali zed that my solvent-saturated g loves had caught fire I had accrued some secshyond-degree burns The outcome could have been considerab ly worse My burns are now hea led and the little airplane is now re-covered and in the paint shop
rMa~11d Several precautions had been taken
to avoid flame and electrical ignition sources Although procedure manuals caution us of the hazards of static electricity caused by sanding or sprayshying a fabric surface over the past decad es I had become complacent about this danger This accident ocshycurred on a warm blue-sky October day with exceptionally low humidity In retrospect it seems likely that the friction of the latex rubber glove on the surface of the polyester fabric was the primary source of static charging no t unlike the static charge created on th e surface of a rubber balloon whi le rubb ing it on a piece of fur or synthetic fabric
Static electricity is dissipated by coshyrona ionization in a humid atmosphere But under low humidity conditions this is an extremely slow process setting up the possibility for a rapid high voltage discharge
F()YJ~~PrecaulNl1d Th e following precautions could
help avoid a repetition of this accident Avoid doping fabric under low hushy
midity conditions In doubt wet the shop floor
Avoid rubbing a fabric surface with rubber gloves
Wear a grounding bracelet and lanshyyard like those used by e lectronic techn icians who hand le computer
chips and circuit components subject to static damage
Ground the fabric surface and its attaching structure if its metal
Given that epoxy primers are not electrical conductors I am not confishydent that grounding an epoxy-primed airframe is an effective means of disshycharging static electriCity from the fabric surface since the primer cannot provide a conducting pathway beshytween the fabric and the airframe Static charge accumulates on the surshyface of the smallest radius of a curved surface Thus static wicks located on the trailing edge of a wing or control surface diSSipate electricity from an airborne aircraft by corona discharge
Perhaps a grounded copper foil clamped to the trailing edge of a wing or control surface would be equally effective in the shop In a similar manner grounding the metal leading edge of a wing panel or the metal turshytledec k or aluminum stringers of a fuselage which are in direct contact with the fabric may also be effective It would be instructive to evaluate these techniques with an electroscope to measure static charges before and after these grounding methods
Neutralize electric potential differshyences
Keep one free hand in contact with the fabric surface before and while wiping or sanding with the other hand In this way the charge created by the friction has a return pa th I
and may not accumulate to create a potential difference and an electric field capable of ionizing air molecules and subsequent arcing
Maintain a conveniently located fire extinguisher capable of putting out petroleum fires
Editors Comments We cant stress it continued on page 28
VINTAGE AIRPLANE 1 1
You never know how a potential customer will react
The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
ISBN 0-9676050-3-2 448 pages $1895 E-mail booksluckypresscom
Will Turners adventures continue with Turner s Flight (Available early 2002)
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Fabric Selection Guide showing actual sample colors and styles of materials $300
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
is Practicing a Tradition
We provide the f ollowing services
gt- Restorations
~ Paint and Fabric
~ Metalforming
~ Fabrication
~ Custom Building
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3811 River Road Columbus IN 47203 812-375-1954 fax 812-314-0954 e-mai l mikemikeshangarcom
Visit the Website wwwmikeshangarcom
MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
EAA FLIGHT PLANNERtrade EM in a~ agreement with AeroPlannercom is pleased to announce an exciting new tvembership beneRt EAA Flight Planner Ta~e advantage of the newest tvemw benefit by heading over to wwweaaorg Click on the EM Flight planner icon get registered and log onto Flight planner to plan your next Aig~t
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
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1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
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AVA ILABLE ON TH IS PAGE shy
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TO MAKE
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Write an article for VINTAGE AIRPLANE
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Send your submissions to
Editor Vintage Airplane PO Box 3086~j~ -I Oshkosh VVI 54904
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For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
bullbull iL t tbull
Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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The first job I had after I got out of the Navy in 1945 was as an instructor using Piper
Cub seaplanes An old and dear friend Jimmy who was operatshying seaplanes at St Petersburg Beach hired me I had instructed a couple of years in Navy primary school before going to the Pacific fleet I worked at the seaplane base for a couple of years and then left for a better job flying airfreight
When I left the seaplane operashytion the owner owed me some money that he didnt have so he gave me a J-3 Cub seaplane that needed re-covering and an engine overhaul This was an early J-3 somewhat lighter than the postshywar models It was mounted on EDO 1140 floats somewhat lighter than the 1320s It had a worn-out engine a land plan e prop and worst of all the stabishylizer jackscrew was rusted so tight it could not be trimmed As an added bonus the airplane was nose h eavy It was probably 100 pounds heavier than the Cub I
1 2 MARCH 2002
HANK PALMER
usually flew Even with its faults he was still giving instruction in that plane when he gave it to me
Knowing that I wanted to sell mine he called me one day and said that he had a possible cusshytomer for it I said Great I ll be right out and talk to him
Now this young man had learned to fly in Jimmys noseshyheavy un-trimable Cub Always flying with the throttle wide open and holding back pressure on the stick with both hands to keep the nose up he had soloed once or twice When I arrived at the seashy
plane base I saw my Cub on the downwind leg about 2000 feet high throttle wide open and still climbing Every now and then he would push the nose down but then it came right back up again (He was holding back on the stick as he had to do in the other Cub) He turned on final approach over shot Boca Ciega Bay and had to go around This time he was even higher on downwind but he manshyaged to get it down about two miles north of the base It must have taken him half an hour to taxi back to the ramp He was scared to death
He said Man Ill never buy this plane it climbs too fast and it wont come down I couldnt make it come down It only wanted to climb climb climb and I couldnt make it come down Its dangerous
As far as I know the kid never flew again
I eventually sold the Cub for $1100 delivering it to the buyers waterfront home in Corpus Christi Texas
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
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airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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~ Something to buy
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words 180 words maximum with boldshyface lead-in on first line
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Advertising Closing Dates 10th of second month prior to desired issue date (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
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1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
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AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
1 0000+ IMPRESSIONS
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FOR MORE IN FO
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Send your submissions to
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For pointers on fonnat and gt content feel free to call
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VINTAGE AIRPLANE 27
bull
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Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
t has been said that subtlety is wasted on the unwashed masses That may be the case in most of the world but definitely not at EAA AirshyVenture Oshkosh 2001 Yes at times the masses were unwashed but they still picked up on the subtleties that made the Bates Model 7S Stearshyman just a little different
Its Peggy Bates who is most likely to carryon about the familys relationship with the airplane its always been there and is part of the famshyily she says
Logically shed feel that way since Dave met the Stearman about the same time he met Peggy although the Stearman wasnt at Uncle Milties Disco and Peggy was
Dave is now the ground fleet manager for a major airline where he spends his days worrying about keeping thousands of tugs fuel trucks and their ilk ready to service aircraft It wasnt that long ago however that he was squinting down 1120 feet of pavement waiting to edge his comshypetitor out when the light tree turned green and he could bury his foot in the carburetors on his A-altered Model T drag car He has always liked machines Always Thats one reason that as soon as he graduated from high school he immedishyately enrolled in automotive and diesel school That led to becoming a field rep for Ford and that in turn led to the position with the airline Thats the career side of David Bates which from all outward appearances is not how David Bates looks at his life To hear him tell his story hes alshymost always seen life through faceted windscreens and lots of wings and flying wires This is validated by the simple fact that Peggys
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
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airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
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SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
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enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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VINTAGE A)RPlANE 29
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b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
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An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
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Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
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The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
With John Turgyan performing the piloting honors Peggy Bates rides along in the Stearman she and her husband Dave restored
iJ
~ o ~
~
The aft fuselage shows the exceptional sheet metal work Jim Younkin did and the expertly done work on the tail wheel boot Even the vent tube exiting the tail cone shows excellent workmanship
1 6 MARCH 2002
first big date as she calls it with her future husband was to go look at his Stearman project At least she was forewarned
Dave was in his early 20s in the 1970s when he found he just couldshynt live without an airplane even though he hadnt even started to learn to fly yet One of his close friends was John Hatz of Hatz bishyplane fame so it was natural for John and Dave to talk airplanes It was even more natural that John would point him toward birds with two sets of wings even though Dave was just starting out John didnt have to push too hard however because thats where Dave was headed anyway
John was a terrific help Dave says He said First we have to find something you fit into We went to Oshkosh in 1977 and I looked at the Pitts thinking it would be a logishycal choice but it was just too tight Im not a small guy in case you
havent noticed So we started lookshying at other biplanes and thats when I discovered how much I liked Stearmans even though Id never even flown in one
By then it was 1978 and Stearshymans were definitely on the way out as crop dusters because the newer monoplanes and big Ag-Cats were putting more and more of them out of work For a short time ex-agricultural Stearmans dotted the landscape so Hatz and Bates looked at a lot of them as potential restorashytion projects It took a little time but they finally settled on one in Tennessee that appeared to be solid However it needed to be converted from its role as a down-in-the-cotshyton blue-collar field hand to a Sunday-morning-personal-amazeshyment machine
John went out to pick it up I gave him $7500 for the airplane and another $500 for the trip which
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
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New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
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sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
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CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
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requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
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remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
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Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its poliCies Rates cover one insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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VINTAGE AIRPLANE 27
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May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
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1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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AVIATION UNLIMITED AGENCY
Light Sport Aircraft
Hello Fellow Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter In it youll learn the details of what FAA is proposing to help recreational aviation enter its next great phase In the fourth issue we will provide EAAs evaluation of the proposal It will be available in April in EAAs publications and on EAAs websites at wwweaaorg and wwwsportpilotorg
Some in aviation will see the sport pilot certificate and new light-sport aircraft catshyegory as a middotcoming of age for the ultrashylight community Others will see it as a renaissance in pilot certification and airshycraft ownership that reflects the heights of aviation in the 1930s and 1940s when simpler pilot training proficiency and maintenance requirements matched the simplicity of flying sought (and the simplicshyity of many forms of recreational flying toshyday) Still others will see it as anew growth area of airborne sports opportunities that will be as accessible as other leisure activishyties in a new economy and society
EAA believes that the sport pilotlightshysport aircraft notice of proposed rulemakshying (NPRM) is all of these things This proshyposal should create an opportunity for increased flight activity and aircraft ownershyship- a good thing for all of aviation A separate but critical element is that these regulatory changes should improve public confidence in the government oversight of recreational flying
Its important for all of us to carefully reshyview the NPRM and to reinforce the govshyernments plan to contribute to general avishyations vitality Before you comment be sure to read How to Comment If you have any questions about the NPRM check EAAs sport pilot website at wwwsportpilotorg
- Tom Poberezny President
Federal Register Publishes Sport Pilot NPRM
O n February 52002 the summarizes the NPRM To read
Federal Register published the proposal itself you can downshy
the FAAs sport pilot load a copy from EAAs sport pilot
notice of proposed rulemaking website at wwwsportpilotorgTo (NPRM) which is officially get a printed (hardcopy) NPRM
titled Certification of Aircraft call the FAA at 202267-9680 and
and Airmen for the Operation of request a copy using the docket
Light-Sport Aircraft Publication number FAA-2001-11133 The
officially opened the 90-day next issue of the EAA Sport Pilot comment period which will end newsletter will contain EAAs
on May 6 2002 detailed analYSiS comments and
This EAA Sport Pilot newsletter suggestions on the NPRM
Five Ways This NPRM Affects You THE SPORT PILOT NPRM IS ACOMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE new rules a new pilot certificate (sport pilot) a new aircraft category (light-sport aircraft) and new maintenance procedures To make it easier to understand weve individually summarized its components pilot certishyfication instructor certification aircraft certification maintenance certifishycation and changes to other regulations
The NPRM does not change Federal Aviation Regulation FAR Part 103 ultralight rules in any way and it does not change the existing amateurshybuilt experimental aircraft rules or the requirements for the repairman certificate for this aircraft category
When reading the summaries (and NPRM itself) pay close attention to words like do do not and 01~ will and will not because they are important to understanding the subject being addressed
If you have questions about the sport pilot proposal or this summary
March 2 002 vvvvvvsportpilotorg 1
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
vvvvvvsportpilotorg 2
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
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airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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~ Something to buy
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Advertising Closing Dates 10th of second month prior to desired issue date (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
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1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
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AVA ILABLE ON TH IS PAGE shy
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TO MAKE
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For pointers on fonnat and gt content feel free to call
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VINTAGE AIRPLANE 27
bull
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Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
first check the EAA and FAA web-sites frequently asked questions (FAQs) at wwwsportpilotorg and wwwfaagovlavrlafslsportpilotfaqcfm If dont find an answer to your question contact EAAs Aviation Information Services at 920426shy4821 or e-mail infoserveaaorg
This NPRM has the potential to significantly increase peoples access to recreational aviation because it reduces the time and money it takes to earn a pilot cershytificate while maintaining an -Jr~middot a vl f f l--_--e = c=rtuniY to desio n te le- eosa eJ1ta so th o J = = build
Pilot Certification
WHAT IT TAKES TO ENJOY SPORT PILOT
privileges depends on whether you have any previous flying experishyence To avoid confusion well summarize the sport pilot privileges and limitations and then address the requirements for newcomers and those with previous experishyence
Sport pilots eligibility requireshyments apply to everyone You must be able to read write and undershystand the English language and be at least 17 years old to fly powered aircraft and at least 16 to fly engineless aircraft [Section 3]
Sport Pilot Privileges-Sport pilot certificates do not expire and sport pilots can only fly in day visual-flight-rules conditions With the appropriate training sport pilots can fly any of the following aircraft types if they meet the defishynition of a light-sport aircraft (see Aircraft Certification )
increases the opportunities to become an aircraft owner
This NPRM is innovative because FAA advisory circulars and accepted industry standards replace some regulatory requirements Making new rules takes time providing the necessary information through adshyvisory circulars allows the FAA and industry to devise and institute the details quickly and effectively enshysuring safety and efficiency
For example the new light-sport aircraft category gives manufacturers
~ Airplane (single-engine only) ~ Glider ~ Lighter-than-air (balloon and
airship) ~ Rotorcraft (gyro plane only) ~ Powered parachute ~ Weight-shift controlled (trikes) Sport pilots can fly cross-counshy
try and they can share their opershyating expenses with their passenger (they can carry only one at a time) With training and a logbook endorsement sport pilots can fly in Class B C and D airspace They cannot fly for compensation or hire at night in Class-A airspace or above 10000 feet mean sea level [Section 71 73]
Medical Certificate OptionsshyTo fly powered aircraft sport pilots
and sell completed aircraft that meet industry consensus standards of conshystruction inspection and safety not expensive type and production cershytificate requirements These consenshysus standards have not yet been writshyten so they are not in the NPRM
Remember the sport pilot NPRM is a proposal and you are encourshyaged to submit thoughtful suggesshytions about how FAA can improve it (see How to Comment) To link this summary with the NPRM weve included the applicable secshytion numbers
(and student sport pilots) must hold either a current and valid US drivers license or an FAA medical certificate and comply with all listshyed restrictions such as must wear glasses or contacts II Pilots who fly gliders and balloons do not need any form of medical certification [Section IS 17]
All pilots must adhere to FAR 6153 Prohibition on Operations During Medical Deficiency which prohibits pilots from flying as pilot in command whenever they know or have reason to know of any medical condition or are taking medication or receiving treatment for a medical condition that would prevent them from having a safe flight
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New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
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Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
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Fabric Selection Guide showing actual sample colors and styles of materials $300
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VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
is Practicing a Tradition
We provide the f ollowing services
gt- Restorations
~ Paint and Fabric
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Visit the Website wwwmikeshangarcom
MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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--~-shyFLIGHT~ PLANNER
VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
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Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
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800-227-5951
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The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
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VINTAGE AIRPLANE 27
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enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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VINTAGE A)RPlANE 29
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c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
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An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
New Pilots To earn a sport pilot certificate peoshyple without any piloting experience must meet the age and language requirements and get the required training
Student Pilot Certificate-You need a student certificate and the minimum age is 16 for a powered aircraft and 14 for gliders and balshyloons If you have a valid drivers license or medical certificate you may obtain a student certificate from an FAA Flight Standards District Office (FSDO) or a deSignated pilot examiner (DPE) [Section 31 33]
Sport Pilot Training-To earn a sport pilot certificate students must get the reqUired ground and flight training for the type of airshycraft they want to fly (airplane trike powered parachute etc) and pass a knowledge test and a practishycal test
The knowledge test assesses your knowledge of such required subjects as navigation weather decisionshymaking and regulations and you acquire this knowledge through a home-study course or a ground school [Section 51] The practical test is your checkride where you demonstrate your flying ability to a deSignated pilot examiner by flying the maneuvers called for in the FAA practical test standards
Required pilot skills depend on the type of aircraft you want to fly but they include everything necesshysary to have a safe flight All sport pilot training counts toward higher pilot certificates and ratings [Section 175]
Sport pilots learning to fly powshyered aircraft (airplane weight-shift powered parachute gyroplane and airship) must receive a minimum of 20 hours of flight training includshying two hours of cross-country training five hours of solo flight and a solo cross-country flight
Those learning to fly a balloon must have at least seven hours of flight training including two hours
of cross-country training and a solo cross-coun try flight
Sport pilots learning to fly a glider must have at least 10 hours of training with two hours of solo flight time If glider stushydents have at least 20 hours of powshyered airplane expeshyrience they can add a glider rating with a minimum of three hours of training to include at least one hour of solo flight [Section 55]
Unlike other FAA pilot certificates the sport pilot cershytificate will not list the aircraft cateshygory and classes youre rated to fly Your pilot logbook will record this information through the endorseshyments of the instructors and examshyiners who trained and tested you [Section 61]
To fly a new category of aircraft you must acquire the required knowledge training and experishyence from a qualified instructor To earn the logbook endorsement that allows you to fly the new category when you finish training you must demonstrate your proficiency to an instructor who did not train you [Section 63]
Sport pilots must also have logshybook endorsements to fly different makes and models of sport-pilot eligible aircraft (any aircraft that meets the definition of a light-sport aircraft) And they must carry their logbook (or copies of the necessary endorsements) on every flight [Section 67]
Prior Pilot Experience People who have prior piloting experience flying ultralights or as
private pilots (or higher) have difshyferent ways to enjoy sport pilot privileges because their experience counts The avenues are different for ultralight fliers and those who hold an FAA pilot certificate so well address them separately to avoid confusion
FAA Certificated Pilots-Private pilots or higher with a current medical certificate and flight review can fly any light-sport aircraft in the categories and classes for which they are rated
Private pilots or higher who want to exercise sport pilot privileges do not need to earn a sport pilot certificate to fly a sport pilot-eligishyble aircraft in the same category and class they are rated for such as airplane single-engine land If you have not flown the sport-pilot eligishyble aircraft as the pilot in comshymand youll need training in and the instructors logbook endorseshyment for that make and model [Section 911
Private pilots or higher with a lapsed flight review andor medical certificate who want to exercise
March 2002 vvvvvvspo rtp ilot o rg3
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
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airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE wwwairolanetshirtscom
1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
Originol Nieuport 28 restoreli by Vinloge Aviotion srvic
PRIME C LASSIFI ED R EAL ESTATE
AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
1 0000+ IMPRESSIONS
CALL JULI E AT EAA HQ
920-426-6127
FOR MORE IN FO
Want to see your plane or pearis of wisdom in print
Write an article for VINTAGE AIRPLANE
Were always looking for technical articles and photos of your latest restoration We cant offer you money but we can make you a hero
among fellow Vintage Aircraft enthusiasts
Send your submissions to
Editor Vintage Airplane PO Box 3086~j~ -I Oshkosh VVI 54904
- --~ -- ~ e-mail vintageeaaorg-- -shy
For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
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Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
THESE GREAT VALUES ORDER NOW
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
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Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
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Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
sport pilot privileges must have either a valid drivers license or FAA medical certificate and get a flight review You can take the flight review in the sport-pilot eligible airshycraft you want to fly and this fulshyfills the requirement for the makeshyand-model endorsement [Section 15 91 193]
If you want to fly a light-sport aircraft category not on your prishyvate pilot certificate like a powered parachute you must meet the same training and testing requirements for these aircraft as pilots with no
you will receive a sport pUot certifishycate [Section 91]
Ultralight Pilots-The NPRM does not change FAR Part 103 Ultralight pilots who want a sport pilot certificate must be at least 17 years old have either a valid drivers license or FAA medical certificate and pass the required knowledge and practical tests [Section 93]
If youre an ultralight pilot regisshytered with an FAA-recognized ultrashylight pilot registration program (EAA USUA ASC) your logged
l)2ri r eX)2erience and in this case_-fiight time will fulfill or count
Instructor Certification
THE SUCCESS OF TH E EW PILOT CERTIFIshy
cate hinges on the creation and activation of sport pilot instructors (SPls) and designated sport pilot examiners (SPEs) To teach in powshyered aircraft sport pilot instructors must be at least 18 years old have either a valid drivers license or curshyrent FAA medical certificate and hold at least a sport pilot or private pilot certificate SPls do not need a commercial pilot certificate or an instrument rating [Section 3 Ill]
New sport pilot instructors must learn about-and pass a knowledge test on-the fundashymentals of instruction (FOI) and the aeronautical knowledge applishycable to the light-sport aircraft catshyegory they plan to teach in [Section 119] And they must meet the applicable minimum flight proficiency and aeronautical expeshy
rience requirements and pass a practical test in the category in which they want to teach
Airplane and weight-shift airshycraft require at least 150 hours of pilot time that includes 100 hours pilot in command (PIC) in powered aircraft 50 hours in the desired cateshygory 25 hours cross-country 10 hours cross-country in category and 15 hours as PIC in a sport-pilot eligishy
toward sport pilot requirements for the same aircraft category
For their ultralight experience to count registered ultralight pilots must apply for a sport pilot certifishycate within 24 months from the effective date of the final rule and present a notarized copy of their ultralight pilot records from the FAA-recognized program
If you are not a registered ultralight pilot and you do not register within the 24-month grace period you receive no credit for your previous experience and must meet all the training and ex~rience requirements
hours to include 100 powered PIC 50 gyroplane 10 cross-country 3 gyroplane cross-country and 15 PIC in a sport pilot-eligible gyroplane
Glider requires 25 glider PIC 100 glider flights and 15 PIC flights in a sport pilot-eligible glidshyer or 100 powered pilot time 20 glider flights and 15 prc flights in a sport pilot-eligible glider
Balloon requires 35 prc to
ble aircraft in the desired category Powered parachutes require 100
hours pilot time to include 75 powshyered PIC 50 powered parachute 15 cross-country 5 powered parachute cross-country and 15 PIC in a sport pilot-eligible powered parachute
Gyroplane requires 125 pilot
include 20 hours balloon 10 balshyloon flights and 5 PIC flights in a sport pilot-eligible balloon
Airship requires 100 hours pilot time to include 40 airship 20 airshyship PIC 10 cross-country 5 airshyship cross-country and 15 PIC in a sport pilot-eligible airship
wwwsportpilotorg 4
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
ISBN 0-9676050-3-2 448 pages $1895 E-mail booksluckypresscom
Will Turners adventures continue with Turner s Flight (Available early 2002)
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Fabric Selection Guide showing actual sample colors and styles of materials $300
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
is Practicing a Tradition
We provide the f ollowing services
gt- Restorations
~ Paint and Fabric
~ Metalforming
~ Fabrication
~ Custom Building
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3811 River Road Columbus IN 47203 812-375-1954 fax 812-314-0954 e-mai l mikemikeshangarcom
Visit the Website wwwmikeshangarcom
MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
EAA FLIGHT PLANNERtrade EM in a~ agreement with AeroPlannercom is pleased to announce an exciting new tvembership beneRt EAA Flight Planner Ta~e advantage of the newest tvemw benefit by heading over to wwweaaorg Click on the EM Flight planner icon get registered and log onto Flight planner to plan your next Aig~t
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
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1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
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AVA ILABLE ON TH IS PAGE shy
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TO MAKE
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Write an article for VINTAGE AIRPLANE
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Send your submissions to
Editor Vintage Airplane PO Box 3086~j~ -I Oshkosh VVI 54904
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For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
bullbull iL t tbull
Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE A)RPlANE 29
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
CFls need not show any further proficiency for sport pilot teach ing privileges in the categories and classes listed on their instructor cershytificate They must log five hours PIC in the make and model lightshysport aircraft they will teach in and have a logbook endorsement statshying their proficiency in that make and model
To teach in a category theyre not rated for such as powered parashychute or weight-shift CFIs must meet the applicable aeronautical training and experience requireshyments and logbook endorsements [Section 151]
Registered ultralight instructors have 36 months from the date of the sport pilot fina l rules effective date to apply their experience to a sport pilot instructor certificate
hey must hold at least a sport pilot or rivate ilot certificate be 18
Aircraft Certification
THE NPRM CREATES ANEW AIRCRAFT category-light-sport aircraft (LSA)-and two associated airworshythiness certificates But sport pilots (and students) can fly any aircraft that meets the LSA requirements regardless of the airworthiness cershytificate it carries-amateur-built experimental primary category or standard category (type-certificatshyed) There is no need-or advanshytage-to change the airworthiness certificate of these aircraft
The two new airworthiness cershytificates are special light-sport air-
March 2002
years old have either a valid drishyvers license or current FAA medical certificate and pass the sport pi lot knowledge and practical tests
When ultralight instructors apply for an SPI certificate they must present a notarized copy of their ultralight pilot records from an FAA-recognized ultralight proshygram (EAA USUA ASC) If these documents are in order ultralight instructors do not need to meet the SPIs aeronautical knowledge and flight proficiency requireshyments They must take the FO test if they have not already passed the FAA or an FAA-recogshynized fundamenta ls of instruction test
Ultralight in structors m ust meet m inimum category-specific flight time requirem ents but they do not need to meet the PIC time-in-aircraft category~ -_~- evelo ed~__a d d
craft (special-LSA) and experimenshytal light-sport aircraft (experimenshytal-LSA) IFAR 21 Section 186 191] To earn them aircraft must meet these requirements ~ Maximum gross takeoff
weight 1232 pounds or less ~ Lighter-than-air maximum
gross weight 660 pounds or less ~ Maximum stall speed-landshy
ing configuration (Vso) 39 knots or less ~ Maximum sta ll speed-withshy
out using lift-enhancement devices (Vs1) 44 knots or less ~ Maximum speed in level
flight with maximum continuous power (Vh) 115 knots ~ Two-place maximum (pilot
and one passenger) ~ Single non-turbine engine
only ~ Fixed or ground-adjustable
propeJler ~ Unpressurized cabin ~ Fixed landing gear ~ Seaplanes may have reposishy
tionable landing gear for amphibiOUS operation
The special light-sport airworshy
cross-country flight time requireshyments [Section 153]
Groun d instructo rs with basic or advanced ratings can provide ground instruction to sport pilots without further training [Section 213215]
Design ated sport p ilot exam shyiners (SPEs) wi ll be the individushyals who endorse the logbooks of new sport pilots and SPIs Initially the FAA will draw SPEs from the ranks of the current and qualified ultralight flight instructor examinshyers who belong to an FAA-recogshynized ultra light organization (EAA ASC USUA)
Current FAA deSignated pilot examiners with experience in sport pilot-eligible aircraft will have an opportunity to extend their authorshyity in accordance with FAR Part 183 and other FAA guidelines not yet
th iness certificate applies only to new factory-built ready-to-fly airshycraft designed and produced to industry consensus standards which have not yet been written Sport pilots can rent and train in special-LSA and owners must fo lshylow prescribed maintenance requirements (see Maintenance Certification )
The experimental light-sport airshycraft category encompasses a n umshyber of existing aircraft and new LSA kits Sport pilots can fly experimenshytal-LSA for recreation and nonshycompensated flight train ing and owners must follow maintenance
wwwsportpilotorg 5
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its poliCies Rates cover one insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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VINTAGE AIRPLANE 27
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May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
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July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
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1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
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AVIATION UNLIMITED AGENCY
requirements similar to amateurshybuilt experimental aircraft
Existing aircraft that qualify for the experimental-LSA certificate include ultralight trainers and vehishycles that do not meet the ultralight weight fuel and speed requireshyments in FAR Part 103 Owners of these aircraft will have 24 months
Maintenance Certification
THE NPRM BREAKS NEW GROUND BY outlining light-sport aircraft (LSA) maintenance and inspection requirements in FAR Part 91 and in the individual aircrafts operating limitations instead of FAR Part 43 which regulates the maintenance on other aircraft
With the appropriate repairman certificates and training sport pilots will be able to maintain andor inspect experimental and special light-sport aircraft dependshying on the certi ficate type and the manufacturers maintenance instructions Accompanyi ng these privileges are two new ratings for the FAA repairman certificateshymaintenance and inspection Applicants for them must be at least 18 years old read write and speak English and be a US citizen
Repairman Certificate Maintenance-Individuals who hold this certificate and rating will be able to maintain and inspect special light-sport aircraft includshying those they do not own They must complete an approved 80shyhour training course and be able to
from the final rules effective date to apply for-and 36 months to obtain-an experimentaI-LSA airshyworthiness certificate
The NPRM stipulates that ultrashylight trainers registered with an FAA-approved program (EAA USUA ASC) may be used for comshy
ensated for hire fli ht rainin
for up to 36 months after the final rule takes effect
New experimental-LSA kits need not meet the amateur-built experishymental aircrafts 5 I-percent rule but kit LSA must be designed and produced in accordance with (yetshyto-be-defined) industry consensus standard
demonstrate the skills necessary to assess the airworthiness of a lightshysport aircraft
Tasks they could perform would be listed in the operating limitashytions and manufacturers mainteshynance instructions Repairmen would require additional approved training to perform a major repair
Repainnan Certificate Inspection-Owners of an experishymental LSA must hold this certificate and rating to perform the required annual condition inspections on their aircraft Because they need not build the major portion of their LSA they must complete an approved 16shyhour make-and-model training course to acquire the knowledge necshyessary to inspect their aircrafts airshyworthiness And they may only inspect the aircraft they own
Maintenance Requirements Special and experimental LSA have their own maintenance requireshyments In addition to the approprishyately certificated repairmen FAA certificated airframe and powershyplant mechanics and FAA-approved repair stations can maintain and inspect light-sport aircraft
Special light-sport aircraft must be maintained by a repairman with a maintenance rating and its opershyating limitations will spell out its maintenance and annual condition inspection requirements SpecialshyLSA used in flight training must undergo a manufacturer-specified inspection every 100 hours
The FAA will not issue airworthishyness directives (ADs) for special-LSA Instead manufacturers must monishytor in-service safetyreliability and
wwwsportpilotorg 6
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its poliCies Rates cover one insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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VINTAGE AIRPLANE 27
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Workshop Schedule April 20-212002 Watsonville CA
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Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
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Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
remedy safety issues with safety-ofshyflight notices Owners must comply with and correct any manufacturershyspecified safety-of-flight issue
In the preamble the FAA said owners could perform preventive maintenance on their special-LSA but EAA cannot find the regulatory basis for this in the NPRM The FAA
Check Out the Sport Pilot Website Continuous updates regarding Sport Pilot are available via EAAs Sport Pilot webshysite-wwwsport piotorg An elecshytronic version of this newsletter is available for downloading at that site Permission to download and disshytribute is not required
March 2002
in the aircraft operating limitations EAA will include this point in its comments on the NPRM
Experimental light-sport aircraft can be maintained by the owner according to the requirements
annual condition inspection When owners apply for their experimental LSA airworthiness certificates they must give the inspector a copy of the manufacturers maintenance and inspection instructions and requireshy
spelled out in the aircrafts operating ments Its likely that the aircraft limitations Owners will need a operating limitations will require repairman certificate with an inspecshy owners to follow these instructions tion rating to ~rform the reguired and reguirements
First the defin ition of cross-country will include the sport-pilot distances for the respective aircraft categories
Second like sport pilots recreational pi lots will be able to fly in Class B C and D airspace with a passenger after they have received training and logbook endorsements
Third private pilots will have two new category ratings-powered parachute and weight-shift control The weight-shift class includes land and sea classes but not powshyered parachute EAA will be following up with the FAA on this issue as there are amphibious powered parachutes The flight proficiency requirements for these two new category ratings will be estabshylished in FAR 61107 and the aeronautical experience requirements will be estabshylished in FAR 61109
vvvvvvsportpilotorg
Changes to Other Regulations
THE NPRM INCLUDES CHANGES TO REGULAshytions affected or influenced by sport pilot and most of them are in Part 61
7
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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VINTAGE AIRPLANE 27
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April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
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enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
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AVIATION UNLIMITED AGENCY
How to Comment on the NPRM
The FAA will accept comshyments on the Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft NPRM FAA-2001-11133
until May 6 2002 Given the comshy
plexity of this NPRM the FAA
anticipates a significant number of comments and the FAA must read
and categorize each one after the
comment period closes To streamshyline this review and ensure that the
FAA hears your comments EAA
offers these guidelines Before you submit your comments
gt- Read the EAA summary the upcoming EAA analysis and the
NPRM carefully gt- Discuss the NPRM at your
Chapter meeting and at the airshy
port
When you write your comshy
ments
gt- Be reasonable and rational Avoid emotional or unsupported
statements
gt- Identify the NPRM section
you are commenting on
gt- Be factual and suggest changes and or improvements
gt- Be brief and to the point Compose your own letter Form
letters are ineffective this is not a
numbers game The FAA wants
unique and useful comments Your comments must include the dockshy
et number your name address
and phone number e-mail address (so the FAA can contact you if necessary)
To make commenting easier go
to the EAA sport pilot website at
WWwsportpilotorg and click the
link to the online form and make
your comments EAA will convey
these comments directly to the
Docket Office You may also submit
comments through the Docket
website at httpdmsdotgov You can also submit comments
by mail but remember that postal
service in Washington DC has not fully recovered from the
anthrax contamination problems so your letter may not arrive by
the deadline Send two copies of
your comments to Docket Management System US
Department of Transportation
Room Plaza 401 400 7th St SW Washington DC 20590-0001 You
may fax one copy of your comshy
ments to the Docket Office at
202 493-2251
wwwsportpilotorg 8
taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
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VINTAGE AIRPLANE 27
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May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
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28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
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member of the
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Association call
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The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
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a Fairchild 24 over the past seven
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taken less than two days Two days came and went Then
three Pretty soon he had been gone a week and we hadn t heard a word Then his wife started calling me wantshying to know where he was We were all getting pretty worried Dave says
Then he finally called in He was okay The airplane was okay He said he was just taking a little vacation on the way and stopped to see a friend or two I didnt bother asking if he knew how to use a telephone But thats John Dave says
The airplane was a typical 100shypercent complete and functioning 4S0-hp Stearman duster and it had many of the modifications that typishyfied the breed This included a big
The Bates family with their Sky Rod Stearman Dave and Peggy have watched their three children David John and Anne grow as the Stearman was built up over a 16-year period
hopper where the front seat should have been When Stearmans were converted into dusterssprayers owners removed anything having to
~_ do with the front passhysenger (stick seats
instrument panel and more) to make the hopper as large as practical Tradishy
tionally they removed a number of pieces of tubing as
well This wouldnt be a problem except that by the time most Stearshymans were retired lots of chemicals had been spilled into the front pit area while the hopper was being
filled This meant that most hardshyworking Stearmans had a fair amount of corrosion in the front pit area Daves airplane was no exception The front pit reqUired a lot of clean up and a bunch of tubing had to be reshyplaced Then he had to find all of the right aeronautical goodies for examshyple a seat instrument panel and more to make it habitable by a passhysenger Fortunately at the time Stearman parts were still plentiful
When I got th e airplane the fuselage fabric had been replaced by special fiberglass panels that duplishycated the stringer lines Since my primary goal was to have a flying airplane not a show winner I just gave the airplane a light going over a shave and a haircut and I left the fiberglass in place he says
Even though I wasnt doing a toshytal restoration just replacing all of
the bearings re-covering the wings and making everything right took over three years I dont think I knew
VINTAGE AIRPLANE 17
The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
ISBN 0-9676050-3-2 448 pages $1895 E-mail booksluckypresscom
Will Turners adventures continue with Turner s Flight (Available early 2002)
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Fabric Selection Guide showing actual sample colors and styles of materials $300
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
is Practicing a Tradition
We provide the f ollowing services
gt- Restorations
~ Paint and Fabric
~ Metalforming
~ Fabrication
~ Custom Building
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3811 River Road Columbus IN 47203 812-375-1954 fax 812-314-0954 e-mai l mikemikeshangarcom
Visit the Website wwwmikeshangarcom
MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
EAA FLIGHT PLANNERtrade EM in a~ agreement with AeroPlannercom is pleased to announce an exciting new tvembership beneRt EAA Flight Planner Ta~e advantage of the newest tvemw benefit by heading over to wwweaaorg Click on the EM Flight planner icon get registered and log onto Flight planner to plan your next Aig~t
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
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1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
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AVA ILABLE ON TH IS PAGE shy
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TO MAKE
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CALL JULI E AT EAA HQ
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FOR MORE IN FO
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Write an article for VINTAGE AIRPLANE
Were always looking for technical articles and photos of your latest restoration We cant offer you money but we can make you a hero
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Send your submissions to
Editor Vintage Airplane PO Box 3086~j~ -I Oshkosh VVI 54904
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For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
bullbull iL t tbull
Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE A)RPlANE 29
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
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The cockpit was crafted to maintain the vintage feel of a Stearman withshyout details and doodads that would be distracting
how big a project it was when I started he grins
The original engine had only 400 hours on it but Dave says It wasnt very pretty so I spent a lot of time deshytailing it It ran great however
At the time Dave was 24 years old and he earned his pilotS certificate in a Cessna lS2 before getting into a J-3 with John Hatz Thats when Dave says he learned how to fly By the time the Stearman was ready to roll Dave had a grand total of S2 hours He then strapped on the Stearman with John Hatz as the check pilot and learned to do something hed been dreaming about for years-fly his own biplane So there he was a happy young man in his freshly rehabbed Stearman looking for adventure and although he didnt know it at the
1 8 MARCH 2002
time his future mate The scene at Uncle Milties disco
happened the same year Dave bought the Stearman and the very fact that Peggy showed interest in the by-then disassembled Stearman indicated what the future held for the two of them She hung in there with him during the rebuilding process and was one of Daves first passengers after he checked out in it The lithe co-restorer installed many fittings and bolts
In 1981 Dave took the airplane to its first Oshkosh still wearing its fiberglass fuselage skin It made it to the next couple of Oshkosh fly-ins but 1983 would be its last EAA conshyvention for more than 16 years That same year Dave was taking Peggy for a plane ride and with no warning he asked her to marry him over the intercom She said yes (obviously) They got married (Dave buzzed the church in the you-know-what) set up house started a family and began the long restorationmodification of their Stearman It would grow along with the family which eventually numbered three children
Dave had always wanted to reshystore their airplane but at the same time the old hot rodder in him wanted something a little different He wanted it to stand out in a crowd but he wanted the difference to run deeper than the paint job The airshyplane had to have a shape and character all its own
The most obvious change to the airplanes lines Dave pOints out is the rudder which is similar to the 4E Stearman The rest of the changes however werent taken from any specific airplane In fact
In addition to the 16 years Dave and Peggy Bates spent restoring their Stearshyman a number of well-known aviation names also added their expertise to the effort Jim Younkin did the sheet metal work and Tom Brown served as the AI on the program-he also covered the airframe When the biplane was comshypleted Forrest Lovely rigged it an effort complemented upon by antiquer John Turgyan who flew the Bates Sky Rod for our air-to-air photographs
some came from the guys we asked to help us At the same time we had to keep the legalities in mind beshycause any modification we did would have to be run through the FAA and certified
For most of the changes we just looked around and tried to get a feel for what it is that makes particular airplanes look the way they do and we put together a list of possible changes Along the way each of those who helped us out contributed their own thoughts on the subject
We went to Jim Younkin for most of the sheet metal work and he thought it would be a good idea to shrink the size of the firewall slightly Then we ran the top fuselage line gradually uphill to the windshield We changed the side stringers to get rid of the typical Stearman rounded look and flattened the shape out to came up with an old-timey slabshysided fuselage Younkin carried the theme even further by making new dishpan cowlings that flowed down into the engine compartment
Dave sold the original wings and had Ed Sampson build him new ones so they could work some subtle changes into the original design
We eliminated the straps on the top of the fuel tank to clean them up Bates says At the same time however we added exposed and varshynished oak stiffeners on the bottom which we thought was a very Waco type of detail
Dave carried the concept of makshying everything a little different so far that he swapped the gear around putting the scissors links on the back of the gear legs rather than the front
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
of flight with Will Turner pioneer avia tor inCh ris Daveys exciting new novel The Aviators Appmntice Will earns his wings in Florida before traveling to England to prove himself as an officer in the fledgling Royal Flying Corps during the tumulruous opening weeks of the First World War
Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
ISBN 0-9676050-3-2 448 pages $1895 E-mail booksluckypresscom
Will Turners adventures continue with Turner s Flight (Available early 2002)
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Fabric Selection Guide showing actual sample colors and styles of materials $300
airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
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THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
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Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
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Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
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TO MAKE
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VINTAGE AIRPLANE 27
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Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
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b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
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e
30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
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Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
and mounted a set of Younkin-made Mr Mulligan wheel pants The pants hide a set of lO-inch wheels and tires mounted on Ag-Cat axles
The engine was running good but we decided it was time to do it right so we had Bob Younkin build up a new engine for us and I do mean new Dave says Everything in the engine is new old stock (NOS) except for the crankshaft and the nose case We hung a Hydromatic prop up front and made a dual exshyhaust system using parts from a French Broussard The spinner blank was made for us by Spindustries in Lake Geneva Wisconsin
As a duster the airplane had been in the restricted category After the first semi-restoration Dave got it put into the air showexhibition cateshygory What he wanted however was to get it into the standardaeroshybatic category This task fell to Tom Brown as the AI to get the papershywork ironed out To change the category the airplane among other things had to have a Serv Aero moshytor mount installed By the time they got the airplane into the new category they had certificated 24 deshyviations on the Serv Aero STC
When it came time to paint the airplane Peggy a professional art dishyrector applied her graphics skill to the paint scheme while John Hatz suggested the color combination Blowing the paint on fell to John Colton of Northfield Minnesota and Dave is quick to point out that the paint has not been buffed What you see is what came right out of the gun John used a DeVilbiss gun with a 9000 tip that literally shatshyters the paint and eliminates orange peel while saving the gloss It uses 30 percent more paint but it really works John paints a lot of street rods using this technique
Some projects take longer than others This one took 16 years Durshying that time the Bates family has seen their kids become teenagers Dave has gone from a mechanic to a manager and the co-owners of the Stearman Peggy and Dave Bates
Simple Control Lock In the front cockpit of the Bates Stearman a clever control lock is
installed on the cross tube To store the lock and ensure it doesnt accidentally foul the controls it is swung up under the instrument panel and secured in place using a quick-release fastener (In this
case a Pip pin is used) A thumbscrew could also be emshyployed In either case the method to keep the lock out of the way must be positive and secure
To lock the controls the screw is loosened and the locks cup is flipped over the top of the control stick immobilizing the stick No padded blocks to scratch the finshyish or clutter up the precious baggage space and no bungee cords to snap and rap you on the knuckles
You may wish to paint the pivotshying portion of the lock a bright contrasting color to make it even more obvious when it is in use
have seen their airplane go through two incarnations-from duster to fun-flyer and from fun-flyer to beaushytifully detailed sky rod as Jim Younkin calls it Was it worth it You only have to look at their faces as they climb out of the airplane and answer questions for the ever-present crowd The most common question is I thought it was a Stearman but now Im not sure What is it
The answer is easy Its the Bates Sky Rod
Company Guide Spindustries 1301 La Salle St Lake Geneva WI 53147 Phone 2621248-6601 Fax 2621248-1277
Serv Aero Engineering Inc 37 Mortensen Ave Salinas CA 93905-3394 Phone 8311422-7866
VINTAGE AIRPLANE 1 9
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
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Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
ISBN 0-9676050-3-2 448 pages $1895 E-mail booksluckypresscom
Will Turners adventures continue with Turner s Flight (Available early 2002)
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Fabric Selection Guide showing actual sample colors and styles of materials $300
airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
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Visit the Website wwwmikeshangarcom
MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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~ Something to buy
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BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
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A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
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Regardless of the size of the project my goal
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Award Winning Vintage Interiors by
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8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
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VINTAGE AIRPLANE 27
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Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
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Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY
AERONCA GRASSHOPPER Don Gibson El Paso Texas has just completed the
restoration of this 1942 Aeronca O-S8B-L3C Defender Don says he started with a pile of scrap found in a barn in Akela New Mexico and that it flew hands-off in perfect trim on its first flight After upgrading the Aeronca with a C8S-12F Continental engine Don also installed a communications radio an encoder and transponder and an additional 12shygallon wing tank He covered the airplane using the Poly-Fiber system and is very pleased with the results
Don would like to thank retired Aeronca service engishyneer John Houser who supplied the drawings for the restoration He says that without Johns help the project would have stalled out
STINSON 108-1 It looks a bit damp near Jasonville Indiana but
Graydon Napier seems quite pleased with the two and one-half year restoration of his 1946 Stinson Powered by a lS0-hp Franklin the total time on the airplane in this photo was a remarkable 5545 hours probably the lowest-time Stinson known It had been sitting in a hangar since 1966 and it first flew again on March 14 2001 It even has an ancient Hallicrafters CA-2 rashydio installed Graydon wanted us to mention his gratitude to Kelly Marc Nick Nichole Napier Bill Humphrey Tom Thomas Jason Fiscus and Shawn Vanhorn for their help and support
TAYLORCRAFT BC-12D Cary Rhodes Cartersville Georgia also found himself a gem hiding under dust His project was in pieces in the
corner of a hangar but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great shape lookjng as good as it did the day it rolled out of the factory in 1946 Cary flies it out of a grass strip just as she was intended
20 MARCH 2002
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
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VINTAGE AIRPLANE 27
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Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
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April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
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Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
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c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
THERAPY Ken Harbison Las Cruces New Mexico has dubbed his 450 hp
Stearman Therapy no doubt expressing the feeling many of us have for the time we spend with airplanes Grounded for nearly 20 years N450KH is a bright red labor of love according to its happy owner and pilot
SEND Us A PHOTO OF YOUR PROJECT All photographs must be sharp with the main subshy
ject in clear focus and properly exposed We cant fix photos that do not meet those two basic criteria If your photograph has problems like this we simply cant publish it Heres our list of acceptable photoshygraph formats in order of preference
A 35 mm slides on 100 ASA or lower film B 4-by-6-inch or larger prints from 35 mm or larger
negatives C Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi at a photo size of 4-by-6 inches Please see our digital photo requirements by logging on to our website wwwvintageaircratorgnewsindexhtml
To help you take a great picture of your airplane here are some tips to make it look its best
1 Shoot your photos early in the morning or later in the day Our favorite times are during the golden hour after sunrise or before sunset Avoid midday as the harsh shadows of noontime sun can obscure deshytails Keep the sunlight on the nose and side of the airplane Facing the sun at about a 45-degree angle seems to work well
2 Clean the airplane Even a coating of dust can make it look drab
3 Put away any accessories such as fueling steps or ladders Keep the background clean When youre shooting the airplane avoid including other objects or people Be mindful of background landscape items such as airport antennae or control towers-in a photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuselage may sprout feet
4 Keep the horizon level in the viewfinder 5 Use a separate shot if you want to highlight peoshy
ple If a person is next to the airplane please dont show him or her leaning on the prop
6 Dont have the engine running with no one in the cockpit
7 Take a number of photos and send us a selection of in-focus properly exposed slides or prints Send them to
EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 E-mail vintageeaaorg
VINTAGE AIRPLANE 2 1
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
of flight with Will Turner pioneer avia tor inCh ris Daveys exciting new novel The Aviators Appmntice Will earns his wings in Florida before traveling to England to prove himself as an officer in the fledgling Royal Flying Corps during the tumulruous opening weeks of the First World War
Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
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Will Turners adventures continue with Turner s Flight (Available early 2002)
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VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
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Visit the Website wwwmikeshangarcom
MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
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SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
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Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
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For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
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30 different engines for fitting
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Award Winning Vintage Interiors by
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The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
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Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
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August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
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Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
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An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
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- Bill Cullere
The best is affordable
Give AUA a call - its FREE
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AVIATION UNLIMITED AGENCY
B OTES
MAX ON VIKINGS Dope and fabric-covered airplanes
MAX SCHUERMANN
This article first appeared in Vol 12 No 1 ofB-C Contact
Anyone who has been associated with an airplane that contains wood and fabric in its structure knows the importance of keeping water from enshy
tering and remaining inside that structure Early on Bellanca Viking owners learn the importance of keeping the fabricpaint cover on the airframe-and on the wings in particular-in good condition The fabricpaint cover is the protective coating of the wood wing Service Letter 87 A Wing Inspection tells you to inspect the entire exterior surface for any type of damage that would allow water to penetrate the fabricpaint barrier The life of the wing will be directly affected by the condition of its cover If chips are in the finish they should be repaired If dings penetrate the fabric the fabric should be patched Some of these repairs will fall under the definition of Preventive Maintenance in FAR Part 43 and the aircraft owner can easily take care of such repairs with a little preparation and planning
The first question to be answered is if the repair falls within the definition of Preventive Maintenance The FAR states the patch cannot be of a size requiring rib stitching or the removal of structural parts Unless you have experience in working with fabric I would recommend restricting any repair to small patches applied over holes or punctures no larger than 12 inch This type of repair can be handled with a small round piece of fabric from 1 to 2 inches in diameter After the finish has been removed down to the clear dope layer (l will discuss this process later) a patch can be atshytached with dope or fabric glue such as Super Seam aircraft cement The FAR also states that the repair including reshypainting cannot involve a balanced control surface Leave the flight controls to the certificated mechanic
The next step is to determine what type of fabric is on the airplane In theory you should be able to check your airframe logbook and find an entry telling you the color finish and type of fabric that is installed In reality you are
2 2 MARCH 2002
more than likely going to have to figure it out for yourself Rather than discuss what should be on the airplane well just try to identify what is on the airplane The easiest way to determine the fabric type is by visual inspection Most aircraft are now covered with polyester fabric Polyester fabshyric will usually have a bright white color and a very uniform weave If the fabric can be viewed from the back side (ie inside the tail of the aircraft) STC (supplemental type certificate) and type certificate stamps such as Ceshyconite 101 or Stits D-I03 may be visible Cotton fabric will be more off-white in color and it usually has smaller threads than polyester fabric Aircraft grade linen will have even more of a tan color than cotton and will have regular thread spacing Any necessary patches should be of the same type material Generally speaking about the only airshyplane you can anticipate finding cotton or linen on in this day and age would be a classic or antique that someone wanted to keep in its origina l condition
Now lets identify the finish The main reason for this is to help match the finish color You could conduct a number of scientific tests to determine the type finish All we really need to know to patch a small hole or touch up a chip on the finish is if the finish coat (or top layer) is dope or enamel The most practical and easiest way to determine this is a procedure called the Solvent Solubility Test Thats a fancy way of saying we are going to find out what makes the paint soft I highly recommend you do the test on a spot that will be refinished or on a spot that is not visible (llike to do it in the gear well not in the middle of the wing)
Methyl ethyl ketone (MEK) has been a standard finshyish solvent for the aviation industry for many years and as such most tests are based on its effect It is available at most large paint stores When you use it observe all the warnings
Soak a wad of cotton in MEK and place it on the surshyface of the finish for three to five minutes If the MEK has no effect on the finish coat then it is more than likely a
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
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VINTAGE AIRPLANE 23
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The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
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MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
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VINTAGE AIRPLANE 27
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Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
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April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
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Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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Dale A Gustafson 7724 Shady Hills Dr
I ndiaftffz~j~3t6278
Jerumie Hill PO Box 328
Harvard Il60033 815943middot7205
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Steve Krog 1002 Heather Ln
Hartford WI 53027 262966-7627
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Robert D Bob Lumley 1265 South 124th SI Brookfield WI 53005
262782middot2633 lumperexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 81749 1middot9110
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Dean Richardson 1429 Kings~n Rd stou~fflnh_8~~l589
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Geoff Robison 1521 E MacGregor Dr New Haven IN 46774
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SH II Wes Schmid 2359 Lefeber Avenue
Wauwatosal WI 532 13 41477 1-1545
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DIRECTORS EMERITUS
Gene Chase fE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union II 60180 920231middot5002 815923-459 1
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ADVISORS Alan Shackleton
PO Box 656 Sugar Grove IL 60554-0656
630466-4193 1033461772ltompuservecom
Steve Bender Dave Clark 815 Airport Road 635 Vestal Lane
Roanoke TX 76262 Plainfield IN 46168 817491middot4700 317839middot4500
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Membership Services Directory-ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ~
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tional Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine fo r an addi middot tional $40 per year
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
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c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
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An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
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The best is affordable
Give AUA a call - its FREE
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Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
polyurethane finish This means it will be necessary to hand sand the paint down to the clear dope coat before attaching a patch
If the top finish wrinkles as you would expect to see with paint stripper then the top finish is either synthetic or acrylic enamel and will also need to be hand sanded down to the clear dope before patching If the finish is soluble in MEK then it is a dope finish coat and MEK will remove it all the way to the fabric The reason for reshymoving the enamel down to the clear dope is that a patch will not bond to enamel You need to have a dope surface to assure a good patch bonding whether you use dope or glue
No magic cure-all procedure or paint will guarantee a totally invisible repair to your finish The important items will be how well the paint color matches and how much effort you are willing to put into the process If you have a urethane finish coat but cannot identify the exact brand and color I recommend you go to a good paint store and
have them mix a matching color Any good quality ureshythane will work just fine as you are only touching up a small spot not repainting the airplane If your finish coat is dope I recommend you try to match the color with a Randolph Finishes color chart More than likely you will
find the color You may also find that Randolph has a ureshy
thane that matches your color When you order your
quart of clear dope and your quart of finish also order a I ~~~~~~~~~~~~~~~~~~~~~~__ roll of 2-inch wide polyester finishing tape It works great r-for making small patches
We are now ready to fix a ding Lets say our propeller tossed a piece of gravel into the leading edge of the wing and it chipped the paint and put a l4-inch tear in the fabshyric We would like to keep the repair area as small as possible so it will be less conspicuous if the color match isn t perfect Carefully hand sand the enamel top coat off in a 12-inch radius around the tear After the finish has been removed down to the clear dope cover the tear with a I-inch diameshyter piece of fabric The I-inch patch should fit nicely into the I-inch sanded area This patch can be bonded in place with clear dope or fabric cement Once the patch is bonded in place build up the finish with clear dope until YOU are satisfied with how smooth the area will be Lightly sand and apply a finish coat
If that piece of gravel only chipped the finish coat the reshypair is much simpler If the finish coat (color) is gone but silver or clear dope is visible all you need to do is carefully sand the edges of the finish coat to get rid of the sharp edges and apply a new coat If the chipped place is 14-inch in dishyameter or less you may be able to fill in with the finish coat without sanding at all
Most importantly keep the protective finish sealed against moisture A good repair and refinish will accomplish that goal Every Bellanca owner should own a roll of finish tape a can of clear dope and a can of finish paint Just for the heck of it include fabric inspection on the pre- and postshyflight inspections It doesnt take but a minute
Live the adventure and romance of the early days
of flight with Will Turner pioneer avia tor inCh ris Daveys exciting new novel The Aviators Appmntice Will earns his wings in Florida before traveling to England to prove himself as an officer in the fledgling Royal Flying Corps during the tumulruous opening weeks of the First World War
Find out more about Will Turners Flight Logs at the companion Web site wwwturner logscom
Published by Lucky Press and available at all fine booksellers or call 800-462-6420
ISBN 0-9676050-3-2 448 pages $1895 E-mail booksluckypresscom
Will Turners adventures continue with Turner s Flight (Available early 2002)
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Custom qualit y at economical pri ces
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers
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Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
airtexlRODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247
VINTAGE AIRPLANE 23
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
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Visit the Website wwwmikeshangarcom
MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE wwwairolanetshirtscom
1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
Originol Nieuport 28 restoreli by Vinloge Aviotion srvic
PRIME C LASSIFI ED R EAL ESTATE
AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
1 0000+ IMPRESSIONS
CALL JULI E AT EAA HQ
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FOR MORE IN FO
Want to see your plane or pearis of wisdom in print
Write an article for VINTAGE AIRPLANE
Were always looking for technical articles and photos of your latest restoration We cant offer you money but we can make you a hero
among fellow Vintage Aircraft enthusiasts
Send your submissions to
Editor Vintage Airplane PO Box 3086~j~ -I Oshkosh VVI 54904
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For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
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Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
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tional Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine fo r an addi middot tional $40 per year
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL 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 contributor No renumeralion is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WIS4903-3088 Phone 920426middot4800
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
ORDER ONLINE
WWWEAAORG b
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A L L OTHERS CALL
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PO Box 3086 OSHKOSH WI 54903middot3086
e
30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
THESE GREAT VALUES ORDER NOW
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
~--~g~~
The ollowing list o coming events is furnished to ollr readers as a matter o inormation only and does not col1Stitute approval sponsorshyship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the inOmation to fAA Att Vn shytage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information sholiid be received ollr months prior to the event date
MARCH 23-Forl Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar 5t Lucie International Airport Info 561-464-0538 or 561shy489-0420
APRIL 20-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-1 1 am EAA Ha ngar 5t Lucie International Airport Info 561-464shy0538 or 561-489-0420
MAY 3-5-Burlington NC-VAA Ch 3 Spring Fly-I n Alam ance Cou n ty Airport Info 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland OH-18th Annua l Symposium of the Society of Air Racing Historians Sessions feat uring talks by pilots crew members and others at the Holiday Inn-Ai rpor t Info Herman Scha ub 440-234-230 1 or Don Berl iner 703 shy548-0405
MAY 4-Meridian MS-EAA Ch 986 Fly-In Topton Air Esta tes Free BQ dinner 10 am-2 pm Info 601-693-1858 or flddlerossmsllcom
MAY 4-5- Woodland CA-8th Annual Grea t Valley Fly- In Watts-Woodland Airport (041) Judging of antiques classics and homebuilts Pancake breakfasts food vendors raffle Young Eagles program Info 530-662-9631 or wwwwoodlandaviationcom
MIKES HANGAR
is Practicing a Tradition
We provide the f ollowing services
gt- Restorations
~ Paint and Fabric
~ Metalforming
~ Fabrication
~ Custom Building
Award Winning Restorations
3811 River Road Columbus IN 47203 812-375-1954 fax 812-314-0954 e-mai l mikemikeshangarcom
Visit the Website wwwmikeshangarcom
MAY 4-5-Dayton OH-Ch 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73) Camping awards d isplays In fo 937-859-8967 or wwwMoraineA irparkcom
MAY 4-5-Hendersunville NC_12th Annual Old Fashion Air Fair Western North Carolina Air Museum Fly-ins welcome Old and homebuilt ai rplanes an tique cars food Rides in antique and new ai rcraft No admission charge Info 828-696-1071
MAY 5-Rockord IL-EAA Ch 22 Fly-InDrive-In Breakfast Greater Rfcl Airport Courtesy Aircraft Hangar Info 815-397-4995
MAY 11-TOllghkenamon PA-EAA Chapter 240 Open House amp HangarClubhouse Ded ication 28th Annual F1y-InDrive-In season at New Garden Airport (N57) with pancake breakfast Young Eagles fl igh ts Admission free Info 215-761-3 191
MAY I7- I9-Collimbia CA-Gathering of Luscombes 2002 26th an nua l event Aircraft judging spot landing flour bombing competi tions and more Info 559-888-2745 619shy482-8236 or www uscombe-c1aorg
MAY IS-Fort Pierce FL-EAA Ch 908 Pancake Breakfast 7-11 am EAA Hangar St Lucie International Airport Info 561shy464-0538
MAY I9- Troy OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field Info 937-447-4145
MAY I9-Romeoville IL-EAA Ch 15 Fly- In Breakfast at LeWIS Romeoville Airport (LOT) Info 630-243-8213
MAY I9-Warwick NY-EAA Ch 501 Annual Fly- In Warwick Aerodrome (N72) 10 am-4 pm Registration for judging closes at 2pm Info 212620-0398
MAY 24-25-Atchison KS-36th Annual Kansas City Area FlyshyIn Amelia Earhart Memorial Airport (K59) Info 816-238shy2161 o r 8 16-363-6351 or jS llllenskcrrcom
MAY 25-Zallesville OH-EAA Ch 425 Fly-InD rive-In Breakfast Riverside Airport 8 am-2 pm Breakfast all day lu nch items 11 am -2 pm Fly Market Info 740-454-0003
MAY 26-Portage WI-EAA Ch 371 Fly- In Breakfast 7 amshyNoon Info 608-742-3300
MAY 3I-JUNE I -Bartlesville OK-16th Annua l Bip lane Expo at Fran k Ph illips Field Foru ms static disp lays seminars exh ibits All types of aircraft and ai rp lane lovers are invited Biplane crews and NBA members adm itted free Info Charlie 918-622-8400
JUNE I-Alliance OH-Young Eagles amp O ld Buzzards Day Barber Airport (201) EAA Ch 82 10 am-5 pm Food amp fu n Pilots and aircraft needed Info 330-823-1168 or wwwmiddotfbarbera llial1celil1kcom
JUNE 2-Cheboygan MI-EAA Ch 560 w Great Lakes Air Annual FlyDrive-In - Steak O u t St Ignace MI Airport Noon-4 pm Info 23 1-627-6409
JUNE 2-DeKalb IL-38th Annua l Ch 241 Fly-In (DKB) Breakfast 7 am-Noon Info 847-888-2919
JUNE 7-9-Reading PA-Mid Atlantic Air Museum WWII Commemorative Weekend Mid Atlantic Air Museum Tickets at gate $13 adults $5 ch ildren age 6-12 Special 3-days for $25 Info 410-997-7404 or [pierceAvialol1ticcom or wwwmaamorglmediahtml
EAA FLYmiddotIN SCHEDULE 2002 SUNI NFUN EAA flY-IN VIRGINIA STATE EAA flY-IN wwwslm-n-fUlIorg wwwvaeaaorg April 7middot13 Lakeland Fl September 7middot8 Dinwiddie County Airport
EAA ROCKY MOUNTAIN REGIONAl EAA EAST COAST FlYmiddotIN wwwgreeleynetcomeaaregional wwweastcoastflyinorg June29middot30 Longmont CO September 13middot15 Toughkenamon PA
NORlllWEST EAA FlYmiddotIN EAA SOUTHWEST REGIONAL FlYmiddotIN wwwnweaaorg wwwswrfimiddotcom July 1()14 Arlington WA September 27middot28 Abilene TX
EAA AlRVOOIJRE OSHKOSH EAA SOUTHEAST REGIONAl flY-IN wwwairventllreorg wwwgeocitiescom-serfi July23-29 Oshkosh WI October4middot6 Evergreen AL
EAA GOLDEN WEST REGIONAl FlYmiddotIN COPPERSTATE EAA FlYmiddotIN wwwmiddotgwfly-inorg wwwcopperstateorg September 6-8 Yuba County Airport (MRV) October 1()13 Phoenix A1
EAA MID-EASTERN FlYmiddotIN 419middot447middot1773 (telefax) September 6middot8 Marion OH
24 MARCH 2002
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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~ Something to buy
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words 180 words maximum with boldshyface lead-in on first line
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Advertising Closing Dates 10th of second month prior to desired issue date (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
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1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
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AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
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FOR MORE IN FO
Want to see your plane or pearis of wisdom in print
Write an article for VINTAGE AIRPLANE
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Send your submissions to
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For pointers on fonnat and gt content feel free to call
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VINTAGE AIRPLANE 27
bull
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Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
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Fleet discounts for multiple aircraft carrying all risk coverages
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Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
JUNE 7-9-Gainesville TX-Texas Ch Antique Airplane Association hosting its 39th Annual Fly-In Gainesville Municipal Airport (GLE) Info 817shy429-5385 817-468-1571
JUNE 23-Niles Ml-EAA Ch 865 Annual Fly-In Breakfast at Jerry Tyler Municipal Airport (3TR) 7 till noon Info 219-271-8533
JULY 6-Rensselaer TN-EAA Chapter 828 Fly-In at Jasper County Airport Ham amp bean lunch Info 219-866shy5587
JULY 13- Toughkenamon PA-EAA Chapter 240 28th Annual FlyshyIn Drive-In Pancake Breakfast 800 am at New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761 -3191
JUNE 13-16-St Louis MO-American Waco Club Inc Fly-In Creve Coeur Airport Info Phi l 616-624-6490 or Jerry 317-535-8882
JUNE 22-Wauseon OH-Ch 149 Annual Pancake Breakfast Fly-In Fulton County Airport (USE) Info 419-636-5503
JUNE 20-23-Mason MI-Ercoupe Reunion National Convention Mason-Jewett Airport (TEW) Everyone welcome Info 810-231shy3392 or mlrdunlapyahoocom
JUNE 22-Zanesville OH-EAA Ch 425 Fly-In-Drive-In Breakfast Riverside Airport 8am-2pm Breakfast all day lunch items llam-2pm Fly Market Info 740-454-0003
JUNE 27-30-Mr Vernon OH-43 rd
Annual Natl Waco Club Reunion Wynkoop Airport Info 937-866-6692 or WACOASOaolcom
JULY 5-7-Alliance OH-Taylorcraft Foundation Taylorcraft Owners Club Fly-In amp Reunion Barber Airport (2D1) Breakfast Sat amp Sun by EAA Ch 82 Info 330-823-1168 or wwwtaylorcraftorg
JULY 13-Zanesville OH-EAA Ch 425 Fly-InDrive-In Breakfast PARR Airport 8 am-2 p m Breakfast all day lunch items 11 am-2 pm Fly Market Info 740-454-0003
AUGUST 4-Queen City MO-15 th
Annual Watermelon Fly-In Applegate Airport Info 660-766-2644
AUGUST 9-11-Alliance OH-Ohio Aeronta Aviators Fly-In and Breakfast Alliance-Barber Airport (201 ) Info 216-932-3475 or bwmatzyahoocom or wwwoaafly-incom
AUGUST 10-Toughkenamon PA-EAA Ch 240 28th Annua l Fly-In Drive-In Pancake Breakfast 800 am New Garden Airport (N57) Young Eagles Rally Admission free Info 215-761shy
A UGUST 23-25-Sussex NI -Sussex Airshow Top performers All types of aircraft on display Info 973-875-7337 or wwwsussexairportinccom
AUGUST 31-Zanesville OH-EAA Ch 425 Fly-InDrive-In Brea kfast Riverside Airpo rt 8 am -2 pm Brea kfast all day lunch items 11 am-2 pm Fly Market Info 740shy454-0003
SEPTEMBER 13-15-Watertown WIshy2002 Midwest Stinson Reunion (RYV) Info 630-904-6964
SEPTEMBER 14-Hollywood MD-EAA Ch 478 Fly-I n Open House Young Eagles Rally and Pancake Brea kfast Captain Walter Francis Duke Regio nal Airport (2W6) Info 301-866-9502
SEPTEMBER 14-15-Bayport New York-Ant ique Airplane Club of Greater New York Fly-In Brookhaven Airport Static display of vintage amp hom ebuilt aircraft Awards in various categories Info 631-589-0374
SEPTEMBER 20-21-Bartlesville OKshy46th Annual Tulsa Regional Fly-In Frank Phillips Field Type club forums static displays exhibits Admission by donashytion Info Charlie Harris 918-622-8400
INTRODUCING
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VINTAG E AIRPLANE 25
SEPTEMBER 22-Hinckley IL-Ch 241 Fall Fly-In Breakfast (OCl) On the grass 7 am-Noon Info 847shy888-2919
SEPTEMBER 28-29-Alliance OHshyAmerican Military Histo ry Event Barber Airport (2 D1) Info 330-823shy11 68 wwwfbarberalliancelinkcom
OCTOBER 5-8-Wauseon OH-Ch 149 Annua l Mini Chil e Fly-In Fulton County Airport (USE) Info 419-636-5503
OCTOBER 12-Toughkenamon PAshyEAA Chapter 240 28 th Annual FlyshyIn Drive-In Pancake Brea kfast 800 am at New Garden Airport (N57) Young Eagles Ra lly Admission free Info 215-761-3191
3191
NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
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~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
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1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
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Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
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AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
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Write an article for VINTAGE AIRPLANE
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Send your submissions to
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For pointers on fonnat and gt content feel free to call
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VINTAGE AIRPLANE 27
bull
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Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
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30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
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VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
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Remember Were Better Togetherl
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NEW MEMBERS Slavyk Stefaniuk Kurrajong NS Australia Ojars Balodis Mount Eliza VIC Australia Laurent Van Nieuwenhove Gent Belgium Guillermo Maiztegui Sao Paulo Brazil Doug BanksTofino BC Canada Bill J Pottage Abbotsford BC Canada Bob May Winnipeg MB Canada Henry Napastiuk Winnipeg MB Canada Peter H Dale Kilworthy ON Canada Michael Shaw Orleans ON Canada Dr Ronald A Javitch Montreal QC Canada Peter Ackermann Oldenburg Germany Mirco Pecorari Modena IT Italy Mario Pozzini Trecate (NO) Italy Ruben Cagnata Mantova Italy Steven Cox Papakura New Zealand Robert S Sawyer Stavanger Norway Elpidio M Paras Cagayan de Oro City Phillipines Don F De Voe Anchorage AK William Decreeft Homer AK John C Adams Huntsville AL Mary Jane Hammett Birmingham AL Dennis G Robinson Rogers AR Darren Wheeler Little Rock AR Ed Bouchard West Hollywood CA Andy Butler El Ca jon CA Bob R Byrne Cameron Park CA George E Chaffey Lafayette CA Rick Gregory San Jose CA Richard W Grinnell Meadow Vista CA David Hampton Grass Valley CA Patrick John Joyce El Cajon CA Donald L Lee Corona Del Mar CA Howard Lieberman Sunnyvale CA Don Margolin Santa Barbara CA Richard Marlow Nevada City CA Bruce D Marlow Nevada City CA Ian L Marsh Alamo CA Carlene Mendieta Pinole CA David W Mineck Saratoga CA William Nikkel Torrance CA Darrell L Oge San Diego CA Malcolm S Pond Riverside CA John Rawson Orange CA Robert Rogell Pacific Grove CA Christine Porter Vig San Leandro CA Alan Arnold Basalt CO William Folkerts Highlands Ranch CO Thomas Haefeli Delnorte CO Richard Steven McLellon Littleton CO Alex Bothwell Orlando FL John D Bragdon Lakeland FL Walter R Dix Winter Haven FL Gene Every Fort Meade FL Mark A Ferguson Cocoa Beach FL John D Ficklen St George Island FL Dennis V Harrell Palm City FL George Onik Miami Beach FL
26 MARCH 2002
Dr W B Shreve Gainesville FL Randall F Smith Satellite Beach FL Douglas C Stante Lutz FL Bob Welter Eustis FL Carey L Westall Naples FL C Richard Whittemore Lantana FL Robert G Boston Atlanta GA James Gray Cumings GA Thomas F Shaw Hoschton GA John R Sapp Cedar Rapids IA Robert G Williams Hayden Lake ID Jeff Clymer Deerfield IL Susan Dacy Harvard IL John Ditchie Glen Ellyn lL Kenneth R Fell Oneida lL Daniel Morris Woodstock IL Wayne V Mountain Perry IL Bill W Rusk Poplar Grove IL Blake Larson Newburgh IN Charles Cozad Topeka KS William M Barnett Taylor Mill KY Steven John Marcozzi Lawrenceburg KY Roger J D Wells Goshen KY Jay RRocky White Bossier LA Arthur Stutz Weston MA John E Williams Centerville MA Michael A Pilla Ogunquit ME John Gill Grand Rapids MI Gilmore Schmiei Warren MI Mark Taylor Riverdale MI Charles E Wolter Niles MI Matthew Flaugher Mankato MN Keith Gettier Oakdale MN John D Mezera SI Cloud MN Timothy J Miller Hutchinson MN S C Peterson Northfield MN Sherm Ringer St Paul MN Arthur Theyson Burnsville MN Robert L Witkofsky Grand Rapids MN Robert D Henrikson Chesterfield MO Allan Koebel High Ridge MO Charles Powell Ozark MO Ed Schlotzhauer Boonville MO Jonathan Sloop Lees Summit MO Jerome H Hammond Jackson MS Bennie Ray Bass Bladenboro NC Mark Cassada Hillsborough NC Rick R Jones Greenville NC John Latz Mooresville NC Michael E Morton Hickory NC Philip C Whapham Kernersville NC Geoffrey Clark Portsmouth NH Steven E Touchette Georges Mills NH Richard J Bochkay Blairstown NJ Lester Skinner Franklin Lakes NJ Douglas Webb Mullica Hill NJ John Dougherty Bernalillo NM Doyle Seymour Alburquerque NM
Richard Hofmann Wolcott NY Russell Marcini Flushing NY Clifford A Souza Ballston Lake NY Daniel Wentworth Cooperstown NY Duane White Wappinger Falls NY Jim Butler Powell OH Jim Leatherbeery Courtland OH William C Merkle Williamsburg OH JamesJ Miller Orient OH Bernie R Oldenburgh Mentor OH Hugh Berkley Showe Columbus OH William T Brennan Comanche OK Donald H Davis Tulsa OK W D Kendrick Pryor OK Lou Davidson Buxton OR Bruce F Haphey Sisters OR Ronald Hart Bend OR Gary Shearer The Dalles OR Kenneth Brown Denver PA Michael A Friel Dalton PA Howard Hollins Washington Crossing PA Larry Pritchett Williamsport PA Richard Raymon Wright Reinholds PA John K Summers Hilton Head Island SC Mark Casillas Bartlett TN William Barger San Antonio TX Christopher D Barker Lubbock TX Mark C Evans Keller TX David M Finkes Bryan TX Garry GrosseMcKinney TX Bob Hassel Plano TX Allen T Johnson The Woodlands TX Cecil R Kingsbury Houston TX Mark Lindstrom Conroe TX Jim Markle Plano TX Leo Orlowski Granbury TX John D Startz Houston TX Jonathan Still Corpus Christi TX W Donald FischerSalem VA William Ameden Marshfield VT ChrisJ Byrd Mercerisland WA Tom E Carpenter Renton WA Elden W Larson Bellevue WA William Nelson Seattle WA William Parent Redmond WA Albert H Powers Seattle WA Michael B Ward Lake Stevens WA David Wright SeattIe WA Manley H Young Camas WA Harold Bauer New London WI Scott W Engelhart La Crosse W1 Gary A Glojek Pewaukee WI Daniel C Hanson Wisconsin Rapids WI PatrickJ Konz Lake Mills WI Thomas Kunath New Berlin WI John T Manchester Jr Brookline WI Eric Whyte South Milwaukee WI Lee F Robinson Cheyenne WY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE wwwairolanetshirtscom
1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
Originol Nieuport 28 restoreli by Vinloge Aviotion srvic
PRIME C LASSIFI ED R EAL ESTATE
AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
1 0000+ IMPRESSIONS
CALL JULI E AT EAA HQ
920-426-6127
FOR MORE IN FO
Want to see your plane or pearis of wisdom in print
Write an article for VINTAGE AIRPLANE
Were always looking for technical articles and photos of your latest restoration We cant offer you money but we can make you a hero
among fellow Vintage Aircraft enthusiasts
Send your submissions to
Editor Vintage Airplane PO Box 3086~j~ -I Oshkosh VVI 54904
- --~ -- ~ e-mail vintageeaaorg-- -shy
For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
bullbull iL t tbull
Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
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Membership in the Experimental Aircraft Associmiddot ation Inc is $40 for one year induding 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major credit ca rds accepted fo r membership (Add $16 for Foreign Postage)
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Aircraft Associaton and receive VINTA GE AIRmiddot PLANE magaZine for an additional $36 per year
EAA Membershi p VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Associa tion is available for $46 per yea r (SPORT AVIATION magaZine not inmiddot cluded) (A dd $7 fo r Foreign Postage)
lAC Current EAA members may join the Internamiddot
tional Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine fo r an addi middot tional $40 per year
EAA Membershi p SPORT A EROBATICS magaZi ne and one year membership in the lAC Division is available for $50 per yea r (SPORT
AVIATION magaZ ine not included) (Add $10 for Foreign Postage)
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birds of America Division and receive WARBlRDS magaZine for an additional $35 per year
EA A Membership WARBIRDS m agaz ine and one year membership in the Warbirds Divimiddot sio n is ava ilabl e for $45 pe r yea r (SPORT AVIATION magaZi ne not included) (Add $7 for Foreign Postage)
EAA EXPERIMENTER Current EAA m embers m ay rece ive EAA
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Copyright copy2002 by the EAA Vintage Aircraft Association All rights reserved
VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL 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 contributor No renumeralion is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WIS4903-3088 Phone 920426middot4800
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VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
ORDER ONLINE
WWWEAAORG b
TELEPHONE ORDERS
800-843-361 FROM US AND CANADA
A L L OTHERS CALL
920middot426middot591 2
PO Box 3086 OSHKOSH WI 54903middot3086
e
30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
THESE GREAT VALUES ORDER NOW
TELEPHONE ORDERS
800-843-3612 FROM US AND CANADA
ALL OTHERS CALL
920426-5912
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MAIL ORDERS PO Box 3Oe6 OSHKOSHWI5490~30e6
VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
VINTAGE TRADER
~ Something to buy
sell or trade Classified Word Ads $550 per 10
words 180 words maximum with boldshyface 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 (Le 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 insershytion per issue Classified ads are not accepted via phone Payment must acshycompany order Word ads may be sent via fax (920-426-4828) or e-mail (classhysadseaaorg) 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 advershytising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwrashymenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
Airplane T-Shirts 150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE wwwairolanetshirtscom
1-800-645-7739
THERES JUST NOTHING LIKE IT ON THE WEBn wwwaviation-giftshop com
A Web Site With The Pilot In Mind (and those who love airplanes)
For sale reluctantly Warner 145 amp 165 engines 1 each new OH and low time No tire kickers please Two Curtiss Reed props to go with above engines 1966 Helton Lark 95 Serial 8 Very rare PQ-8 certified Target Drone derivative Tri-gear Culver Cadet See Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors listing of Vintage and e-mail or call evenings E E Buck Hilbert
Wanted Kinner 610 taper shaft prop hUb Russ 610-372-7333
Antiques Warbirds General Aviation 304-466-1724 Fax 304-466-0802
wwwaircraftexhaustsyscom
Aircraft Exhaust Systems Jrunping Branch WV 25969
800-227-5951
30 different engines for fitting
Regardless of the size of the project my goal
has al ways been to exceed my customers
expectations
Award Winning Vintage Interiors by
Paul Workman OHIO AIRCRAFT INTERIORS
Parr Airport (421) Zanesville Ohio 43701
8007946560
The use of Dauon or similar modern malerMJk as a subslilule for canon is a dead giveltJWOy 10 Ihe knowing eye They limply do nollook righl on ~nloge oircrohmiddot lrom Robert Mik esh former curolor of Ihe Nolionol Air and Spa
MUleum in his bookRestOring Museum Aircraft
VltiTAGE AERO FAPgtRICJ LTD PU RVEYORS
Dont compromise your restoration with modem coverings finish the job correctly with authentic fabrics
Certnilated Grade Alollon Early aircraft lollon
Imported Giraaft Linen (beige and tan) German WWI Lozenge print fabril
Fabril tapes frayed straight pinked and early Amerkan pinked Waxed linen laang lord
Pure cotton machine and hand sewing thread
Vintage Aero Fabrics ltd 18 Journeys End Mendon VI 05701 tel 802-773-0686 fax 802-786-2129 website wwwavciothlom
Originol Nieuport 28 restoreli by Vinloge Aviotion srvic
PRIME C LASSIFI ED R EAL ESTATE
AVA ILABLE ON TH IS PAGE shy
$20 PER INCH PER MONTH
TO MAKE
1 0000+ IMPRESSIONS
CALL JULI E AT EAA HQ
920-426-6127
FOR MORE IN FO
Want to see your plane or pearis of wisdom in print
Write an article for VINTAGE AIRPLANE
Were always looking for technical articles and photos of your latest restoration We cant offer you money but we can make you a hero
among fellow Vintage Aircraft enthusiasts
Send your submissions to
Editor Vintage Airplane PO Box 3086~j~ -I Oshkosh VVI 54904
- --~ -- ~ e-mail vintageeaaorg-- -shy
For pointers on fonnat and gt content feel free to call
~ 920-426middot4825 ~ ~c- lt- ~~1 olt-~o
VINTAGE AIRPLANE 27
bull
bullbull iL t tbull
Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President VicemiddotPresident Espie Butch joyce George Daubner
PO Box 35584 2448 Lough Lane Greensboro NC 27425 Hartford WI 53027
336668middot3650 262673-5885 windsockaolcom vaaflyboyaolcom
TreasurerSecretary Charles W HarrisSteve Nesse 7215 East 46th Sl Tulsa OK 74147
2009 Highland Ave Albert Lea MN 56007
507373middot1 674 918622middot8400 cwhhv5ucom
DIRECTORS David Bennett PO Box 1188
Roseville CA 95678 916645-6926
antiquerinreachcom
Robert C Bob Bra uer 9345 s H0JQe
Chm7~2IO~20 photopilotaolcom
j ohn Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507263-24 14
fchldroonnecrcom
j ohn s Copeland lA Deacon Street
North~083sect~Ncent50 1532
copelandl junocom
Phil Coulson
281t~~r~~fr 616624middot6490
rCQulson516cscom
ROler Gomoll
W~~est~r~~d5~~ 507288middot2810
rgomoUhotmailcom
Dale A Gustafson 7724 Shady Hills Dr
I ndiaftffz~j~3t6278
Jerumie Hill PO Box 328
Harvard Il60033 815943middot7205
dinghaoowcnet
Steve Krog 1002 Heather Ln
Hartford WI 53027 262966-7627
sskrogaolcom
Robert D Bob Lumley 1265 South 124th SI Brookfield WI 53005
262782middot2633 lumperexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 81749 1middot9110
n03captf]ashllet
Dean Richardson 1429 Kings~n Rd stou~fflnh_8~~l589
daraprUairecom
Geoff Robison 1521 E MacGregor Dr New Haven IN 46774
219493middot4724 chief7025aolcom
SH II Wes Schmid 2359 Lefeber Avenue
Wauwatosal WI 532 13 41477 1-1545
shschmidgdinetcom
DIRECTORS EMERITUS
Gene Chase fE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union II 60180 920231middot5002 815923-459 1
buck7acmcnet
ADVISORS Alan Shackleton
PO Box 656 Sugar Grove IL 60554-0656
630466-4193 1033461772ltompuservecom
Steve Bender Dave Clark 815 Airport Road 635 Vestal Lane
Roanoke TX 76262 Plainfield IN 46168 817491middot4700 317839middot4500
sstlOOemaiJmsncom davecpdregiqueslnet
Membership 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 Site httpwwweaaorg and Ittpwwwairventureorg E-Mail vintage eaaorg
EAA and Division Membership Services 800middot843-3612 FAX 920middot426-6761 (800 AM-700 PM Monday-Friday CST) bull New renew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
bull Address changes bull Merchandise sales bull Gift memberships
Programs and Activities EAA AirVenture FaxmiddotOnmiddot Demand Directory
732middot885middot6711 Auto Fuel STCs 9204264843 Build restore in fo rmation 9204264821 Chapters locating organizing 920-4264876 Education 920426middot6815
bull EAA Air Academy bull EAA Scholarships
Flight Advisors information 920426-6522 Flight Instructor info rmation 9204 26middot6801 Flying Start Program 9204 26middot6847 Libra ry Services Research 9204264848 Medical Questions 9204264821 Techn ical Counselors 9204264821 Young Eagles 9204264831
Benefits AUA 800middot727middot3823 AVEMCO 800middot638middot8440 Term Life and Accidental 800middot241middot6103 Death Insurance (Harvey Watt amp Company)
Editorial Submitting article photo advertising informamiddot tion 920426middot4825 FAX 920-4264828
EAA Aviation Foundation Artifact Donations 920426middot4877 Financial Support 800middot236middot1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Associmiddot ation Inc is $40 for one year induding 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major credit ca rds accepted fo r membership (Add $16 for Foreign Postage)
VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage
Aircraft Associaton and receive VINTA GE AIRmiddot PLANE magaZine for an additional $36 per year
EAA Membershi p VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Associa tion is available for $46 per yea r (SPORT AVIATION magaZine not inmiddot cluded) (A dd $7 fo r Foreign Postage)
lAC Current EAA members may join the Internamiddot
tional Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine fo r an addi middot tional $40 per year
EAA Membershi p SPORT A EROBATICS magaZi ne and one year membership in the lAC Division is available for $50 per yea r (SPORT
AVIATION magaZ ine not included) (Add $10 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA Warshy
birds of America Division and receive WARBlRDS magaZine for an additional $35 per year
EA A Membership WARBIRDS m agaz ine and one year membership in the Warbirds Divimiddot sio n is ava ilabl e for $45 pe r yea r (SPORT AVIATION magaZi ne not included) (Add $7 for Foreign Postage)
EAA EXPERIMENTER Current EAA m embers m ay rece ive EAA
EXPERIMENTER magazine fo r an add itiona l $20 per year
EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magaZine not included) (Add $8 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a ch eck o r d raft drawn on a United States bank payable in United Sta tes do ll ars Add required Fore ign Postage amount fo r each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2002 by the EAA Vintage Aircraft Association All rights reserved
VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL 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 contributor No renumeralion is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WIS4903-3088 Phone 920426middot4800
EMf) and SPORT AVlAT10~ the EM Logot and Aeronautica are registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the permission of the Experimental Aircraft Association Inc is strictly prohibited
The EAA AVIATION FOUNDATION Logo is a trademarllt of the EAA Aviation Foundation Inc The use of this trademarllt without the permission of the EAA Aviation Foundation Inc is strictly prohibited
VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
ORDER ONLINE
WWWEAAORG b
TELEPHONE ORDERS
800-843-361 FROM US AND CANADA
A L L OTHERS CALL
920middot426middot591 2
PO Box 3086 OSHKOSH WI 54903middot3086
e
30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
THESE GREAT VALUES ORDER NOW
TELEPHONE ORDERS
800-843-3612 FROM US AND CANADA
ALL OTHERS CALL
920426-5912
ORDER ONLINE
WWWEAAORG
MAIL ORDERS PO Box 3Oe6 OSHKOSHWI5490~30e6
VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
bull
bullbull iL t tbull
Aircra ft CO-lIlllno
wwwpolyfibercom
Workshop Schedule April 20-212002 Watsonville CA
SHEET METAL
COMPOSITE CONSTRUCT FABRIC COVERING
April 27-28 2002 Pittsburgh PA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING GAS WELDING
May 3-5 2002 Griffin GA TIGWELDING RVASSEMBLY
May31 -June 22002 Griffin GA ADVANCED TIG WELDING
June 7-9 2002 Corona CA RVASSEMBLY
June 21-23 2002 Gri ffin GA TIGWELDING
June 21-23 2002 Frederick MD RVASSEMBLY
July 12-142002 Griffin GA RV ASSEMBLY
August 9-11 2002 Griffin GA TIG WELDING
August 16-18 2002 Griffin GA RVASSEMBLY
August 17-18 2002 Arlington WA
Sept 14-15 2002
Sept 20-22 2002
SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING
Denver CO SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING INTRO TO AIRCRAFT BLDG ELECTRICAL SYSTEMS
amp AVIONICS
Griffin GA TIG WELDING RV ASSEMBLY
Visit wwwsportaircom for a complete listing of workshops
1-800-WORKSHOP$poRrAIR 1-800-967-5746 WORKSHOPS sportaireaaorg--iZi)- shy
28 MARCH 2002
enough-follow the procedures manual creshyated by the finishing system s manufacturer Its procedures are the result of testing and experience much ofit gained over many decades While this type ofaccishydent is not common it can happen and with circumstances far worse than that Giles endured
Some common sense precautions when dealing with solvents include
1 Keep solvents offyour skin use barshyrier creams and gloves
2 Monitor all sources of flame in your shopgarage Make certain all flames are extinguished Gas hot water heaters are particu larly dangerous if not properly shielded Space heaters are bad ideas If you cant safely control heat wait until spring
3 [fyou are smoker dont 4 Properly dispose ofrags they can selfshy
ignite ifleft in a pile 5 Static discharge is a very real probshy
lem Test for static in dry conditions by doing the rug scuffle doorknob test prior to work If you get a spark avoid rubbing anything with solvent-soaked rags
Use only cotton towels whenever pOSSible altho ugh you must make certain theyre as lint-free as possible Use only new rags and avoids any contact with industrial shop rags or rags laundered and sold for a similar purpose--theyre us ually loaded with si licone or invisible grease residue Fabric softeners are notorious for silicone content Silicone contamishynation will absolutely ruin your fabric job and the only solution to silicone contamination of the fabric is replacshying the fabric
The best idea is to head off to the loshycal buildingpainters supply store and purchase a box of fresh painters towshyels Be sure to mention your project cannot be subjected to any silicone contamination If the salesperson gives you a quizzical look move on up the chain of command until you have conshyfidence in the answer you receive This is no time to not be absolutely certain about your materials
I avoid using rags that contain a higher percentage of polyester simply beca use they wi ll maintai n a static charge easier than a cotton cloth
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President VicemiddotPresident Espie Butch joyce George Daubner
PO Box 35584 2448 Lough Lane Greensboro NC 27425 Hartford WI 53027
336668middot3650 262673-5885 windsockaolcom vaaflyboyaolcom
TreasurerSecretary Charles W HarrisSteve Nesse 7215 East 46th Sl Tulsa OK 74147
2009 Highland Ave Albert Lea MN 56007
507373middot1 674 918622middot8400 cwhhv5ucom
DIRECTORS David Bennett PO Box 1188
Roseville CA 95678 916645-6926
antiquerinreachcom
Robert C Bob Bra uer 9345 s H0JQe
Chm7~2IO~20 photopilotaolcom
j ohn Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507263-24 14
fchldroonnecrcom
j ohn s Copeland lA Deacon Street
North~083sect~Ncent50 1532
copelandl junocom
Phil Coulson
281t~~r~~fr 616624middot6490
rCQulson516cscom
ROler Gomoll
W~~est~r~~d5~~ 507288middot2810
rgomoUhotmailcom
Dale A Gustafson 7724 Shady Hills Dr
I ndiaftffz~j~3t6278
Jerumie Hill PO Box 328
Harvard Il60033 815943middot7205
dinghaoowcnet
Steve Krog 1002 Heather Ln
Hartford WI 53027 262966-7627
sskrogaolcom
Robert D Bob Lumley 1265 South 124th SI Brookfield WI 53005
262782middot2633 lumperexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 81749 1middot9110
n03captf]ashllet
Dean Richardson 1429 Kings~n Rd stou~fflnh_8~~l589
daraprUairecom
Geoff Robison 1521 E MacGregor Dr New Haven IN 46774
219493middot4724 chief7025aolcom
SH II Wes Schmid 2359 Lefeber Avenue
Wauwatosal WI 532 13 41477 1-1545
shschmidgdinetcom
DIRECTORS EMERITUS
Gene Chase fE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union II 60180 920231middot5002 815923-459 1
buck7acmcnet
ADVISORS Alan Shackleton
PO Box 656 Sugar Grove IL 60554-0656
630466-4193 1033461772ltompuservecom
Steve Bender Dave Clark 815 Airport Road 635 Vestal Lane
Roanoke TX 76262 Plainfield IN 46168 817491middot4700 317839middot4500
sstlOOemaiJmsncom davecpdregiqueslnet
Membership 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 Site httpwwweaaorg and Ittpwwwairventureorg E-Mail vintage eaaorg
EAA and Division Membership Services 800middot843-3612 FAX 920middot426-6761 (800 AM-700 PM Monday-Friday CST) bull New renew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
bull Address changes bull Merchandise sales bull Gift memberships
Programs and Activities EAA AirVenture FaxmiddotOnmiddot Demand Directory
732middot885middot6711 Auto Fuel STCs 9204264843 Build restore in fo rmation 9204264821 Chapters locating organizing 920-4264876 Education 920426middot6815
bull EAA Air Academy bull EAA Scholarships
Flight Advisors information 920426-6522 Flight Instructor info rmation 9204 26middot6801 Flying Start Program 9204 26middot6847 Libra ry Services Research 9204264848 Medical Questions 9204264821 Techn ical Counselors 9204264821 Young Eagles 9204264831
Benefits AUA 800middot727middot3823 AVEMCO 800middot638middot8440 Term Life and Accidental 800middot241middot6103 Death Insurance (Harvey Watt amp Company)
Editorial Submitting article photo advertising informamiddot tion 920426middot4825 FAX 920-4264828
EAA Aviation Foundation Artifact Donations 920426middot4877 Financial Support 800middot236middot1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Associmiddot ation Inc is $40 for one year induding 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major credit ca rds accepted fo r membership (Add $16 for Foreign Postage)
VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage
Aircraft Associaton and receive VINTA GE AIRmiddot PLANE magaZine for an additional $36 per year
EAA Membershi p VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Associa tion is available for $46 per yea r (SPORT AVIATION magaZine not inmiddot cluded) (A dd $7 fo r Foreign Postage)
lAC Current EAA members may join the Internamiddot
tional Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine fo r an addi middot tional $40 per year
EAA Membershi p SPORT A EROBATICS magaZi ne and one year membership in the lAC Division is available for $50 per yea r (SPORT
AVIATION magaZ ine not included) (Add $10 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA Warshy
birds of America Division and receive WARBlRDS magaZine for an additional $35 per year
EA A Membership WARBIRDS m agaz ine and one year membership in the Warbirds Divimiddot sio n is ava ilabl e for $45 pe r yea r (SPORT AVIATION magaZi ne not included) (Add $7 for Foreign Postage)
EAA EXPERIMENTER Current EAA m embers m ay rece ive EAA
EXPERIMENTER magazine fo r an add itiona l $20 per year
EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magaZine not included) (Add $8 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a ch eck o r d raft drawn on a United States bank payable in United Sta tes do ll ars Add required Fore ign Postage amount fo r each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2002 by the EAA Vintage Aircraft Association All rights reserved
VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL 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 contributor No renumeralion is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WIS4903-3088 Phone 920426middot4800
EMf) and SPORT AVlAT10~ the EM Logot and Aeronautica are registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the permission of the Experimental Aircraft Association Inc is strictly prohibited
The EAA AVIATION FOUNDATION Logo is a trademarllt of the EAA Aviation Foundation Inc The use of this trademarllt without the permission of the EAA Aviation Foundation Inc is strictly prohibited
VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
ORDER ONLINE
WWWEAAORG b
TELEPHONE ORDERS
800-843-361 FROM US AND CANADA
A L L OTHERS CALL
920middot426middot591 2
PO Box 3086 OSHKOSH WI 54903middot3086
e
30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
THESE GREAT VALUES ORDER NOW
TELEPHONE ORDERS
800-843-3612 FROM US AND CANADA
ALL OTHERS CALL
920426-5912
ORDER ONLINE
WWWEAAORG
MAIL ORDERS PO Box 3Oe6 OSHKOSHWI5490~30e6
VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President VicemiddotPresident Espie Butch joyce George Daubner
PO Box 35584 2448 Lough Lane Greensboro NC 27425 Hartford WI 53027
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TreasurerSecretary Charles W HarrisSteve Nesse 7215 East 46th Sl Tulsa OK 74147
2009 Highland Ave Albert Lea MN 56007
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DIRECTORS David Bennett PO Box 1188
Roseville CA 95678 916645-6926
antiquerinreachcom
Robert C Bob Bra uer 9345 s H0JQe
Chm7~2IO~20 photopilotaolcom
j ohn Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507263-24 14
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j ohn s Copeland lA Deacon Street
North~083sect~Ncent50 1532
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Phil Coulson
281t~~r~~fr 616624middot6490
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ROler Gomoll
W~~est~r~~d5~~ 507288middot2810
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Dale A Gustafson 7724 Shady Hills Dr
I ndiaftffz~j~3t6278
Jerumie Hill PO Box 328
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Steve Krog 1002 Heather Ln
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Robert D Bob Lumley 1265 South 124th SI Brookfield WI 53005
262782middot2633 lumperexecpccom
Gene Morris 5936 Steve Court
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Dean Richardson 1429 Kings~n Rd stou~fflnh_8~~l589
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Geoff Robison 1521 E MacGregor Dr New Haven IN 46774
219493middot4724 chief7025aolcom
SH II Wes Schmid 2359 Lefeber Avenue
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DIRECTORS EMERITUS
Gene Chase fE Buck Hilbert 2159 Carlton Rd PO Box 424
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ADVISORS Alan Shackleton
PO Box 656 Sugar Grove IL 60554-0656
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Steve Bender Dave Clark 815 Airport Road 635 Vestal Lane
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Membership 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 Site httpwwweaaorg and Ittpwwwairventureorg E-Mail vintage eaaorg
EAA and Division Membership Services 800middot843-3612 FAX 920middot426-6761 (800 AM-700 PM Monday-Friday CST) bull New renew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
bull Address changes bull Merchandise sales bull Gift memberships
Programs and Activities EAA AirVenture FaxmiddotOnmiddot Demand Directory
732middot885middot6711 Auto Fuel STCs 9204264843 Build restore in fo rmation 9204264821 Chapters locating organizing 920-4264876 Education 920426middot6815
bull EAA Air Academy bull EAA Scholarships
Flight Advisors information 920426-6522 Flight Instructor info rmation 9204 26middot6801 Flying Start Program 9204 26middot6847 Libra ry Services Research 9204264848 Medical Questions 9204264821 Techn ical Counselors 9204264821 Young Eagles 9204264831
Benefits AUA 800middot727middot3823 AVEMCO 800middot638middot8440 Term Life and Accidental 800middot241middot6103 Death Insurance (Harvey Watt amp Company)
Editorial Submitting article photo advertising informamiddot tion 920426middot4825 FAX 920-4264828
EAA Aviation Foundation Artifact Donations 920426middot4877 Financial Support 800middot236middot1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Associmiddot ation Inc is $40 for one year induding 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major credit ca rds accepted fo r membership (Add $16 for Foreign Postage)
VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage
Aircraft Associaton and receive VINTA GE AIRmiddot PLANE magaZine for an additional $36 per year
EAA Membershi p VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Associa tion is available for $46 per yea r (SPORT AVIATION magaZine not inmiddot cluded) (A dd $7 fo r Foreign Postage)
lAC Current EAA members may join the Internamiddot
tional Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine fo r an addi middot tional $40 per year
EAA Membershi p SPORT A EROBATICS magaZi ne and one year membership in the lAC Division is available for $50 per yea r (SPORT
AVIATION magaZ ine not included) (Add $10 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA Warshy
birds of America Division and receive WARBlRDS magaZine for an additional $35 per year
EA A Membership WARBIRDS m agaz ine and one year membership in the Warbirds Divimiddot sio n is ava ilabl e for $45 pe r yea r (SPORT AVIATION magaZi ne not included) (Add $7 for Foreign Postage)
EAA EXPERIMENTER Current EAA m embers m ay rece ive EAA
EXPERIMENTER magazine fo r an add itiona l $20 per year
EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magaZine not included) (Add $8 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a ch eck o r d raft drawn on a United States bank payable in United Sta tes do ll ars Add required Fore ign Postage amount fo r each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2002 by the EAA Vintage Aircraft Association All rights reserved
VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation Center3000 Poberezny Rd PO Box 3088 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surshyface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL 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 contributor No renumeralion is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WIS4903-3088 Phone 920426middot4800
EMf) and SPORT AVlAT10~ the EM Logot and Aeronautica are registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the permission of the Experimental Aircraft Association Inc is strictly prohibited
The EAA AVIATION FOUNDATION Logo is a trademarllt of the EAA Aviation Foundation Inc The use of this trademarllt without the permission of the EAA Aviation Foundation Inc is strictly prohibited
VINTAGE A)RPlANE 29
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
ORDER ONLINE
WWWEAAORG b
TELEPHONE ORDERS
800-843-361 FROM US AND CANADA
A L L OTHERS CALL
920middot426middot591 2
PO Box 3086 OSHKOSH WI 54903middot3086
e
30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
THESE GREAT VALUES ORDER NOW
TELEPHONE ORDERS
800-843-3612 FROM US AND CANADA
ALL OTHERS CALL
920426-5912
ORDER ONLINE
WWWEAAORG
MAIL ORDERS PO Box 3Oe6 OSHKOSHWI5490~30e6
VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
a Golf Shirtsbull $3195 The Vintage golf shirt is your versatile comfortable 100 combed cotton sport shirt for almost every activity Seagrass Burgundy mel VOO539 sm VOO543 Ig VOO540 Ig VOO545 xl VOO541 xl VOO546 2x VOO542 2x VOO547
Ocean Blue Maize Yellow sm v00549 sm VOO555 mel VOO550 mel VOO556 Ig VOO552 xl VOO558 xl VOO553 2x VOO559 2x VOO554
b Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available 1990 and before bullbullbullbullbullbullbullbullbullbullbull $2500 After 1990 bullbullbullbullbullbullbullbullbullbullbullbullbull $3000
c Travel Mug V00342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders
d Coffee Mug V00234 $495 Enjoy your morning coffee with this blue trimmed Vintage logo mug
e Vintage Capsbullbullbullbullbullbullbullbullbull bull $1295 Choose a color and style to fit your personal taste Royal Blue bullbullbullbullbullbullbullbullbullbullbullbull V00355 Khaki bullbullbullbullbullbullbullbullbullbull bull bullbullbullbullbullbullbullbull V00356 Olive (not shown) bullbullbullbullbullbullbullbullbullbullbullbullbull V00357 Maroon bullbullbullbullbullbullbullbullbullbullbullbullbullbullbull V00438 Red wnavy (not shown) bullbullbullbullbullbullbull V00361 Khaklwnavybullbullbullbullbullbullbullbullbullbullbullbullbull V00439 Yellow wnavy bullbullbullbullbullbullbullbull bull bullbullbull V00435 Natural wIred (not shown) bullbullbullbullbullbull V00436 Red wblack bullbullbullbullbullbullbullbullbullbullbullbullbull V00437
ORDER ONLINE
WWWEAAORG b
TELEPHONE ORDERS
800-843-361 FROM US AND CANADA
A L L OTHERS CALL
920middot426middot591 2
PO Box 3086 OSHKOSH WI 54903middot3086
e
30 MARCH 2002
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
THESE GREAT VALUES ORDER NOW
TELEPHONE ORDERS
800-843-3612 FROM US AND CANADA
ALL OTHERS CALL
920426-5912
ORDER ONLINE
WWWEAAORG
MAIL ORDERS PO Box 3Oe6 OSHKOSHWI5490~30e6
VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
Leather Bags from Vintage Aircraft
An embossed logo graces each of these finely crafted genuine leather bags which come in either tan or black
f Leather Briefcale bullbullbullbullbullbullbullbullbullbull $7995 tan V00497 black VOO51O
Crafted with a rich deSign this case has several interior pockets and goes from home to the boardroom in style Approxishymately 12h x 16w x 45d
g Leather Pouch bullbullbullbullbullbullbullbullbullbullbullbull $2196 tanVOO~ ~kVOO~
Rapped soft leather bag has shoulder strap Approximate size 75h x 5w x lSd
h LeatIIer Backpack bullbullbullbullbullbullbullbullbull$4995 tan V0049S black VOOSU
Perfectly sized with convenient zippered pockets on the inside and outside Approxshyimately U h x9w x 45d
I Leather Pocket Bag (black only) bullbullbullbullbullbullbullbullbullbullbull VOOW $4696 Convenient phonesunglass pocket make this bag a definite accessory Approximate size 9 h x 6 w x 3 d
J Embossed Denim Jacket _ $6699 Cotton denim jacket with Vintage patch on the front and embossed planes and logo on the back md V00241 xl VOO243 Ig VOO242 2x VOO244
DONT MISS OUT ON
THESE GREAT VALUES ORDER NOW
TELEPHONE ORDERS
800-843-3612 FROM US AND CANADA
ALL OTHERS CALL
920426-5912
ORDER ONLINE
WWWEAAORG
MAIL ORDERS PO Box 3Oe6 OSHKOSHWI5490~30e6
VINTAGE AIRPLANE 31
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY
Bill Cullere
Stuart FL
First solo flight in
February 1994 in
a PA 12middot 150
516 total hours
- 490 toilwheel -
AUAis
approved
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
The CuIere fa mily stands with their Fairchild 24
AUA has insured three J-3 Cubs two
Stampe SV4Cs a Stearman PT-17 and
a Fairchild 24 over the past seven
years AUA has been my only insurance
company They make it very simple to
modify existing coverage when needed
and are very agreeable people to
deal with
- Bill Cullere
The best is affordable
Give AUA a call - its FREE
800-727-3823 Fly with the pros fly with AUA Inc
AUAs Exclusive EAA Vintage Aircraft Assoc Insurance Program
Lower liability and hull prem iums
Medical payments included
Fleet discounts for multiple aircraft carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claimmiddotfree renewals carrying all risk coverages
Remember Were Better Togetherl
AVIATION UNLIMITED AGENCY