GEOFF ROBI SON

PRESIDE NT, VI NTAGE A IRCRAFT ASSOCIATI ON

Abusy time for us all

As I write this column for the March

issue of Vintage Airplane magazine, it is
mid-February here in the great winter
wonderland of northeast Indiana, and
I would bet a moderate sum of money
that a lot of you are as tired of old man
winter's antics as I am. Anyway, by the
time you read this, we will be moving
toward some milder weather condi
tions, and we can get back to spend
ing more quality time hanging out
around the airport. I am really looking
forward to throwing the doors open to
not only the fresh air, but also the oc
casional visitors and hang-abouts who
stumble in to see what we are up to in
our new chapter hangar at the DeKalb
Co unty Airport (GWB). This should
prove to be a productive year for us, as
we have a number of chapter projects
in the works.
Speaking of Vintage Aircraft Asso
ciation (VAA) chapters, have any of
you ever given any serious thought
to starting a local VAA chapter in
your region? Belonging to an EAA
or VAA chapter is really an excellent
way to enhance your aviation experi
ences, and it is also an excellent op
portunity for you to engage yourself
in various aviation-based social op
portunities. Whether or not you are
a pilot and regardless of whether or
not you own an aircraft, these types
of opportunities are often excellent
proving grounds to immerse yourself
in a myriad of exceptional aviation
related, not to mention fun, expe
rien ces. Check it out at www.EAA.

org/chapters/activities/startchapter.asp. I
can assure you, you won 't regret it.
It's hard to believe AirVenture 2007
is only a short four months away now,
and as you can imagine, we are hard

at work planning and preparing for

another excellent experience for the
many thousands of visitors we host
each year in the VAA area of the con
vention grounds. Please give serious
consideration to assisting us in our
efforts to see that the 2007 event de
velops into our best effort yet. The
financial support for the various activ
ities in connection with the weeklong
event in the VAA Red Barn area is un
derwritten by a yearly special conven
tion support fund. This effort, as many
of you are aware, is the VAA's Friends
of the Red Barn program. Be sure to
check out our newly revised and im
proved offerings to those who support
this vital VAA program . You can read
more about it starting on page 8. Be a
part of the movement, and be sure to
be there to see it all in action. You can
read more about it and sign up online
at our website, www. VintageAircraft.

org/programs/redbam.html.
I'm sure you have heard in the recent
past that EAA and the Vintage Aircraft
Association have been working hard for
a number of years with the FAA to unlock
the virtual death grip that has withheld
access to the orphaned aircraft data nec
essary to properly maintain our beloved
vintage aircraft, and now it appears as
though those efforts could soon begin
to bear fruit. The FAA recently filed its
proposed reauthorization bill. Within
that bill, which will soon be hotly de
bated before the U.S. Congress, the FAA
is seeking permission to release aban
doned type certificate or supplemental
type certificate data to private individ
uals so that aircraft airworthiness can
be properly maintained. This proposed
change was heavily lobbied for by EAA
and the Vintage Aircraft Association. If

approved, this initiative would virtually

eliminate the dilemma for owners who
are reqUired to maintain their vintage
aircraft to approved data, even though
that data could not be released due to
intellectual property laws. For further
information see the story on page six of
this month's Vintage Airplane magazine.
As critical an initiative as this is, it's also
relevant here to recognize yet again that
the relationship between the FAA and
the EAA/VAA has never been stronger.
Many thanks to Earl Lawrence and the
Government Programs office of EAA
and to our VAA executive director, H.G.
Frautschy, for their hard work in assur
ing that this critically important initia
tive has an honest chance to progress.
It was also quite gratifying to see the
U.S. Congress' recent response to the
FAA's newly proposed funding struc
ture. Talk about a cold shoulder from
this august body! I cannot remember
any other recent hot button issue re
ceiving such a blunt and decisive reac
tion as this "dead on arrival" initiative.
Sometimes, they actually manage to
get it righ t.
Remember, Now is the time to be
gin planning your journey to EAA
AirVenture. We promise you an ex
perience unmatched anywhere else
in aviation.
EAA AirVenture Oshkosh 2007
The World's Greatest Aviation Cele
bration-coming July 23-29, 2007.
VAA is about participation: Be a
member! Be a volunteer! Be there!
Let's all pull in the same direction
for the good of aviation. Remember,
we are better together. Join us and

have;tall

A~

N E
VOL. 35, NO. 3

2007

MARCH

CONTENTS

I Fe

Straight & Level

A busy time fo r us all
by Geoff Robison

News

FAA Attemps to Loosen Grip

on Abandoned Vintage
Aircraft Data
EAA,VAA efforts lead to potential relief
for owners and restorers
by EAA Editorial and Government
Programs Staff

10

Restoration Corner
Assembly and Rigging
by Gene Morris

14

Bellanca 260
John Morrison 's Triple-Tail Love Affair
by Budd Davisson

20

Horsepower: Is More Really Better?

Courtesy of the Luscombe Association
by Gerry Sheahan

24

Recollections of Chicago's
Curtiss-Reynolds Airport
One of the golden age of aviation 's jewels
by Kenneth McQueen

30

The Vintage Instructor

HAT check
by Doug Stewart

32

Pass it to Buck
Where did I go?
by Buck Hilbert

34

Mystery Plane
by H_G. Frautschy

36

Calendar

40

Classified Ads

COVERS

FRONT COVER: John Morrison's going-places machi ne is this brightly-painted Bellanca 260, which

he flies with his two sons . Read more about it in Budd Davisson 's article, beginning on page 14 .

EM photo by Jim Koepnick.

BACK COVER: "Yellow Lure " is the title of th is award-winning painting by aviation artist Sam Lyons

of Woodstock, Georgia. EM's Vette/ Blust Seaplane Base served as the inspiration as the sum

mertime setting for this beaut ifu l painting. To learn more about obtaining a print of Yellow Lure , visit

Sam 's website at www.lyonsstudio.com.

S T AFF
EAA Publisher
Executive Director/Edi tor
Managing Editor
News Editor
Photography
Advertising Coordinator
Classified Ad Coordinator
Copy Edi tor
Director of Advertising

Tom Poberezny
H.G. Frautschy
Kathleen Witman
Ric Reynolds
Jim Koepnick
Bonnie Kratz
Sue Anderson
Daphene Van Hullum
Colleen Walsh
Katrina Bradshaw

Display Advertising Representatives:

Northeast: Allen Murray
Phone 856-220-7180, FAX 856-229-7258, e-mail: n//elllllllrrny@milldsprillg.(olll
Southeast: Chester Baumga rt ner
Phone 727- 532-4640, FAX 727-532-4630, e-mail: cbnulll/ // @milldsprillg.colll
Central: Todd Reese
Phone 800-444-9932, FAX 816-741 -6458, e-mail: todd@ispc-lIlng.com
Mou nt ain I< Pacific: John Gibson
Phone 916-784-9593, e-mail: jOllIIgibsOlr@ispc-lIl(/g.colll
Europe: Willi Tacke
Phone +4989693 40213, FAX +4989693402 14, e-mail: wi//i@(lyillg-pnges.(olll

VINTAGE AIRPLANE

Air Tour Final Rule Issued

Part 91 Operators Relieved
After a nearly three-year process, the
FAA has released the final version of
the National Air Tour Safety Standards,
amending or adding rules to CFR Part
61,91, 119, 121, 135, and 136.
EAA members who operate busi
nesses within Part 91, General Oper
ating And Flight Rules, asked EAA to
address the notice of proposed rule
making (NPRM) back in 2003. EAA
and its Vintage Aircraft Association
made comments in print and at a pub
lic meeting in Washington, D.C., op
posing the proposed rule as drafted.
Other industry representatives includ
ing Rick Pellicciotti (who created a Ya
hoo website so Part 91 operators could
easily communicate), Rob and Bob
Lock of Waldo Wright's Flying Service,
Greg Herrick of the Aviation Founda
tion of America, and Brent Taylor of
the AAA were all united in their op
position of the rule. In fact, more than
2,300 comments were registered with
the FAA, the vast majority of them not
in favor of the rule.
As written the rule would have, in
effect, moved those commercial op
erators who offered rides or flight ex
periences into Part 135 operations. As
written by Bob Lock of Waldo Wright's
Flying Service, "Unless there was an
enormous amount of give and take
with the FAA, in no way could a 50- to
75-year-old aircraft meet the current
requirements of Part 135. Overnight,
this business would have ceased to ex
ist had NPRM 4521 passed with the
elimination of the 25-mile exception,
of that I am certain ."
The additional aircraft and paper
work requirements and the elimina
tion of the 25-mile exemption would
have driven most of those operators
out of business.
After considering the numerous
comments, the FAA's final rule does
not move Part 91 operators into the
arena of Part 135 operators, and while
it does impose additional safety re2

MARCH 2007

q uiremen ts (in particular, req uire

ments for the use of life vests for
flights over water, and the addition of
pop-out floats for helicopters not so
equipped that are used in over-water
sightseeing flights), it does not signifi
cantly impede those who operate their
businesses as Part 91 operations.
Our thanks to all members and or
ganizations who joined in fighting
this proposed rule. In particular, I'd
like to single out Bob Lock of Waldo
Wright's Flying Service, who was the
first among us to recognize the signif
icant impact this proposed rule could
have, and who rallied the troops with
a "call to arms" that was cogent,
reasoned, and above all, passionate
about the small businesses that day in
and day out offer the public a unique
way to experience flight.

FAA Reaffirms Young Eagles

Flights Not Subject to New Air
Tour Rule
February 22, 2007 - A week of work
by EAA and FAA has ensured the future
vitality and success of the Young Eagles
program, by removing possible barriers
that were part of the new air tour rule
announced earlier this month.
EAA President Tom Poberezny, along
with EAA's Earl Lawrence and Doug
Macnair, met Thursday with FAA's se
nior leadership, including Administra
tor Marion Blakey. They discussed the
air tour rule's possible effect on Young
Eagles, especially limits on what air
craft could be used for Young Eagles
flights, plus additional restrictions on
pilot qualifications and frequency of
Young Eagles activities.
"Everyone we met with at FAA assured
us that there was no intent to harm the
Young Eagles program in any manner
through the air tour rule," Poberezny
said. "FAA's staff showed true concern
for the program and immediately moved
toward a positive solution."
When Poberezny arrived at FAA
headquarters the agency had, in antici
pation of the meeting, drafted a letter

clarifying Young Eagles flights as non

compensation flights. The letter em
phasized that the air tour rule does not
apply to Young Eagles flights where the
pilot does not receive compensation.
The final version of that letter will
arrive at EAA within the next few busi
ness days. In addition, Administrator
Blakey and FAA senior officials pledged
that technical corrections would be
made to the air tour rule's preamble
before the rule takes effect on March
15,2007.
For EAA members who plan on flying
Young Eagles, it means they may con
tinue to operate as they have in the past
when providing Young Eagles flights.
"The rapid, positive resolution to
this situation is an example of the out
standing working relationship between
EAA and FAA," Poberezny said. "FAA
has helped provide the environment
where nearly 1.3 million Young Eagles
have been flown, and they continue
their support of what has become the
largest youth education program in
aviation history. We are very pleased
with the outcome and appreciate FAA's
immediate attention to this issue."

EAA Voices Strong Opposition

to User-Fee And Fuel Tax
Hike Proposal
What EAA and other general avia
tion groups saw coming for months
arrived on February 5 when it was
revealed that user fees were a cen
terpiece of the U.S. Department of
Transportation and the Federal Avia
tion Administration Fiscal Year 2008
budget request.
The Bush Administration aims to
appropriate money to fund creation
of a user-fee bureaucracy for various
aviation services. It also proposes a
nearly 400 percent increase in the fuel
taxes paid by general aviation opera
tors and a series of fees for GA access
to the nation's busiest airports. The
budget proposal would transfer con
trol of agency funding and oversight
away from Congress and dramatically

Proactive Advocacy: EAA's Prescription for What Ails Recreational Aviation

EAA hosted more than a dozen FAA leaders for the

two-day 2007 Oshkosh Recreational Aviation Sum
mit January 16-17, where the issues discussed ranged
from sport pilot/light-sport aircraft and experimen
tal/amateur-builts to warbirds, aerobatic regulations,
air shows, vintage aircraft, and air tour operations.
EAA received deadline-sensitive commitments from
the FAA to act on the wide range of topics.
"This is really the roll-up-your-sleeves meeting,
charting the course for what we need to work on,"
said Jim Ballough, FAA director of flight standards.
"This is the way we get things done. Get the issues
on the table and chart the course."
John Hickey, FAA director of aircraft certifica
tion, went a step further. "When you look at what
we're working on as reflected in the list of ac
tions-a strong focus on vintage and orphan air
craft issues that have plagued the community for
years, just to name a couple-2007 could well be
a watershed year. I can't imagine these being ad
dressed without the (EAA-FAA) relationship and
the winter meetings."
The " relationship" he referred to is a product of
EAA's unique approach of "proactive advocacy." By
seeking well thought-out, consensus-driven solu
tions to problems instead of taking a more adver
sarial approach, two sides can find and occupy the
common ground. The result: issues are dealt with be
fore they become full-blown problems, thereby ben
efiting EAA members as well as all those who seek to
participate in aviation.
"We highly value our working relationship with
the FAA," said EAA President Tom Poberezny. "Our
philosophy of proactive advocacy, not reactive, ad
dresses the issues and makes better use of every
one's time. Every year that we do this, it goes more
smoothly, and things get done. It's not that the is
sues have gotten any easier, but we come in better
prepared and better able to address the issues."

Sport Pilot/Light-Sport Aircraft

The FAA intends to publish a final rule change regard
ing certification of amphibious special light-sport air
craft (S-LSA) with a reposition able landing gear by May
2007.
The FAA is devising plans to provide on-site registra
tion at Sun 'n Fun and EAA AirVenture Oshkosh for
transitioning ultralights to experimental light-sport
aircraft (E-LSA). This will not only provide a service to
those needing to make the transition, but also create
more awareness stressing that owners need to get the
conversion process started well in advance of the loom
ing January 31, 2008, deadline.
Amateur-Built Aircraft
A mutual goal is to determine a regulatory framework
for aircraft that do not fit within the confines of the
amateur-built category, while preserving the 51 percent
rule. The FAA is intent on addressing builder assistance
activities that fall outside the 51 percent rule.
Aerobatics
The International Aerobatic Club (lAC) seeks to extend
the fuel-carry exemption that exists for performances to
practice flights, plus change the rule requiring paper
work in the aircraft for practical and safety reasons. lAC
also argued that the FAA ramp checks at lAC contest
events are unnecessary as lAC's thorough inspections of
aircraft and paperwork are more than sufficient.
Warbirds
EAA Warbirds of America is following up summit
discussions by working with warbird industry rep
resentatives and the FAA to further define the FAA's
program plan for oversight of vintage and exhibition
aircraft. Aircraft operating limitations will also be ad
dressed this year.
Vintage Aircraft Fleet
FAA and EAA officials continued discussions on ways
to address the airworthiness needs of the vintage aircraft
fleet, including modern methods and materials that of
ten conflict with existing regulations.
VINTAGE AIRPLANE

reduce public control of how the FAA

exercises its discretionary spending.
"DOT and FAA have attempted to
distract from the user fee issue in their
public statements by saying that rev
enue from general aviation would con
tinue to be collected via a fuel tax, but
they fail to acknowledge that the fuel
tax would be increased dramatically
and a whole series of user fees would
be implemented for FAA services that
today do not carry a charge," said Doug
Macnair, EAA vice-president of govern
ment relations.
New fees known to be in the bud
get proposal as this issue went to press
would affect aircraft certification and
registration; appointment and/or des
ignation of designees used to certificate
amateur-built aircraft and light-sport air
craft; and airman medical certificates.
"EAA remains categorically opposed
to user fees," Macnair added. "Such a
system will not enhance safety, it will
not improve services, and it will add
barriers for thousands of recreational
aviators while being a costly burden to
the federal government.
EAA contends that the current sys
tem of excise taxes on general aviation
fuel and airline passenger tickets works,
and has worked well for nearly 40
years. In fact, the Airport and Airway
Trust Fund received record revenues
the past two years and is on course to
do so again in 2007.
Congress must approve a new fund
ing plan or reauthorize the existing one
before it expires in September. Several
congressional leaders have told EAA that
they have more questions than answers
regarding the user-fee proposals. EAA
and the GA community will continue
to communicate the many flaws of the
user-fee proposal to those in congress
and elsewhere in government, as well as
the general aviation community.
"This is a coordinated effort on the
part of the air carriers and the admin
istration to implement a user fee-based
system," Macnair said: "[t must be met
with a coordinated effort in defense of
general aviation because it threatens to
eliminate the freedom of the average
American to enjoy flight. "
Individuals can also have a profound
effect on how this plays out. Contact
II

MARCH 2007

your elected representatives to tell

them about the seriousness of this is
sue and the direct impact it will have
on you, your family, your business, and
your community. For contact informa
tion, visit www.House.gov and www.Sen
ate.gov. To learn more about the user
fee issue and why EAA thinks it's a bad
idea, read EAA's briefing paper. Go to
www.EAA.org and look in the Advocacy
section of the member's only area .

nounced on www.AirVenture.org.
EM AirVenture 2007 Performers
(as of February 1, 2007-more will be
added, and the list is subject to change with
out notice)
AeroShell Aerobatic Team, T-6s
Dan Buchanan, Hang Glider
Kirby Chambliss, Edge 540
Pat Epps, Aerobatic Bonanza
Kyle Franklin, Cub Comedy
Mike Goulian , Extra
Debby Rihn-Harvey, Hurricane 2

Top Air Show Performers

Locked in for the Big Show

David Martin , Extra

What do Sean D. Tucker, Patty

Wagstaff, Kirby Chambliss, Debby
Rihn-Harvey, Mike Goulian, Kent Pi
etsch, Matt Younkin, and Kyle Frank
lin have in common? Besides being
among the world's best pilots, they
are also among the many top per
formers who have confirmed their
appearance at The World's Greatest
Aviation Celebration-EAA AirVen
ture Oshkosh 2007.
"Each of these performers work as
a headline act at dozens of air shows
throughout the country, but they
come together at EAA AirVenture to
make an all-star roster of the ' best of
the best,"' said Tom Poberezny, EAA
president, who flew as a member of
the renowned Eagles Aerobatic Team.
"Air show performers are eager to fly
at Oshkosh because it represents a
major achievement in their careers,
flying in front of the most knowl
edgeable and appreciative audiences
on the air show circuit."
Also confirmed to appear this year
are the AeroShell Aerobatic Team,
Dan Buchanan, Pat Epps, David Mar
tin, and John Mohr. Additional air
show performers will be announced
as they are confirmed.
The afternoon air show is an antic
ipated spectacle each day at EAA Air
Venture, providing an exciting way
to round out a full day on the Os
hkosh flightline. Prior to each day's
air show, there is also showcase fly
ing featuring a variety of aircraft, old
and new, that shows the depth and
breath of the aviation community.
Exact daily performance schedules
will be finalized in the weeks prior
to EAA AirVenture and will be an

Kent Pietsch, Interstate Cadet

John Mohr, Stearman

Sean Tucker, Oracle Challenger
Patty Wagstaff, Extra
Matt Younkin , Travel Air Mystery Ship

In Honor of Those
Who Have Fallen

People often take pencil rubbings as

mementos at EAA's Memorial Wall.
At EAA AirVenture Oshkosh 2007, a
solemn dedication ceremony will be held
on Sunday morning, July 29, to honor
those who have gone before us. EAA's
Memorial Wall, located just behind Fer
gus Chapel adjacent to Pioneer Airport,
provides an everlasting tribute to our
fallen comrades by memorializing their
names on a beautiful wall constructed
of stones brought to Oshkosh by EAA
members from all over the world.
The ceremony includes a special
name recognition tribute and a miss
ing man flyover. Each inductee is also
remembered in a memory album kept
at the chapel. It is a wonderful way to
honor those that have gone before us.
Contributions for including a name
on the wall are held in EAA's endow
ment in perpetuity. To learn how you
can include the name of your departed
loved one, visit www.EAA.org/support.

Applications need to be submitted

by April I, 2007, for inclusion in this
year's dedication ceremony.

u.s. Air Force to

Mark 60th Anniversary at
EAA AirVenture Oshkosh
The U.S. Air Force has always had a
major presence at EAA AirVenture Os
hkosh, but in 2007 it will kick it up a
notch when it commemorates its 60th
anniversary. The U.S. Air Force will
bring its special exhibit, Heritage to Ho
rizons, to mark the occasion, filling a
lO,OOO-square-foot pavilion with more
than 30 displays recognizing the nota
ble people and aircraft that have been
part of the Air Force's first 60 years.
As one of the Air Force's officially des
ignated events, EAA AirVenture will also
host a sizable contingent of current mil
itary aircraft during the weeklong event.
The exact aircraft and appearance dates
will be released as they are finalized.
"The U.S. Air Force has always been
very supportive and enthusiastic in its
participation at EAA AirVenture, featur
ing airplanes such as the F-l17 stealth
fighter, F-16, and C-5 and C-17 cargo
aircraft in past years, up to the amaz
ing F-22 aerial display that was a high
light last year," said Tom Poberezny,
EAA president and AirVenture chair
man. "We are very excited to host the
Air Force at Oshkosh as it commemo
rates its 60th anniversary, recognizing
the occasion with fellow aviators from
around the world."
Along with Air Force headquarters in
Washington, D.C., other units support
ing the 60th anniversary EAA AirVen
ture appearance include the Wisconsin
Air National Guard, Air Force Reserve
Command, Air Force ROTC, Air Force

Academy liaison officers, and Air Force

Recruiting Service.
In addition, the Air Force Recruit
ing Service will bring the popular
Cross Into the Blue exhibit with several
hands-on activities.
The anniversary commemoration
adds to EAA AirVenture's always-popu
lar warbird activities. The hundreds of
warbirds that gather at Oshkosh each
year include World War II-era aircraft
from the U.S. Air Force's predecessors,
as well as those from other branches
of the U.S. military and other air forces
from around the world.
For more information, visit www.Air
Venture.arg.

Doolittle Raider Thomas Griffin

to Speak at Museum

A 8-25 launches off the deck of the

USS Hornet in Doolittle's Raid in 1942.
In April 1942 the situation on the
warfront was grim for the United
States. The]apanese had bombed Pearl
Harbor just four months earlier, and
America needed a victory. President
Roosevelt and his advisers conceived a
plan to deliver that much-needed vic
tory to the U.S. military that came to
be known as Doolittle's Raid.
On March 27, Thomas Griffin, one
of Doolittle's Raiders and the naviga
tor in B-25 Plane 40-2303, will speak
about this famous and daring mission
during a special Winter Speaker series
program at the EAA AirVenture Mu
seum . The free program begins at 7
p.m. in the museum's Eagle Hangar.
Other upcoming museum events:
Open Cockpit Weekend : An ex
tra-special peek into the museum's
collection, April 14-15
Pioneer Airport Opening Week
end: May 5-6
Living History Day: Step Back in
Time at Pioneer Airport, May 12

SportAir Workshops Coming to

California, Michigan
Anyone can learn the skills necessary
to build his or her own airplane, and
EAA's SportAir Workshops are teaching
future homebuilders throughout the
country. Let us help you achieve your
dreams of building and flying your
own aircraft.
On March 24-25 (previously sched
uled March 17-18), a workshop is
scheduled at Watsonville, California,
at Aircrafters on the Watsonville Mu
nicipal Airport. Classes offered include
Composite Construction, Sheet Metal
Basics, Fabric Covering, Electrical Sys
tems and Avionics, and What's In
volved in Kitbuilding?
April 14-15 a series of courses is slated
for Belleville (Detroit area), Michigan,
at the Michigan Institute of Aviation
Technology. Space remains for Com
posite Construction, Sheet Metal Ba
sics, Electrical Systems and Avionics,
Introduction to Aircraft Building, and
What's Involved in Kitbuilding.
To learn more about these and other
scheduled workshops, visit www.SportAir.org
or call Mark Forss at 800-967-5746, ext. 2.

EAA 8-17 Tour Set to

Begin This Month
There are plenty of opportunities to
see EAA's beautifully restored and main
tained B-17, Aluminum Overcast, when
it heads out for its spring 2007 tour be
ginning at the end of the month.
The 2007 tour kicks off at North
Las Vegas Airport March 30-April I,
followed by scheduled stops in Cali
fornia, Oregon, Washington, Idaho,
Utah, and Colorado. A fall tour is
also planned, with locations to be an
nounced at a later date.
See the complete tour schedule and
make a reservation for an unforgetta
ble flight mission at www.B17.arg.

EAA Sport Pilot Programs at

Major 2007 Aviation Events
EAA will present the latest sport pi
lot information and issue free sport
pilot student pilot certificates to EAA
members at several major aviation
events in 2007, beginning with the
Sun 'n Fun Fly-In at Lakeland, Flor
continued on page 38
VINTAGE AIRPLANE

FAA ATTEMPTS

TO LOOSEN GRIP

ON ABANDONED

VINTAGE

AIRCRAFT DATA

EAA, VAA efforts lead to potential relief for owners and restorers
EAA EDITORIAL AND GOVERNMENT PROGRAMS STAFF
and the Vintage
Aircraft Associa
tion, as well as
other interested individuals and orga
nizations, have been working for years
to unlock the regulatory vault that
holds the orphaned aircraft data neces
sary to maintain vintage aircraft, and it
appears those efforts could soon begin
to payoff.
In its proposed reauthorization
bill to Congress, the FAA has pro
posed legislation that would allow
the release of abandoned type cer
tificate (TC) or supplemental type
certificate data (including b lue
prints) to individuals upon request,
so they can maintain the airworthi
ness of their vintage aircraft. This

EAA

MARCH 2007

would remedy the current Catch-22

surrounding orphaned TCs, where
owners are legally required to main
tain and modify their aircraft using
approved data, even though the data
is unavailable because the owner of
the type certificate cannot be found
or is no longer in existence.
The legislation wou ld provide au
thority to the administrator to re
lease engineering dat a possessed by
the FAA related to an abandoned type
certificate or supplemental type cer
tificate for an aircraft, engine, propel
ler, or appliance to a person seeking to
maintain the airworthiness of such a
product. The legislation would also al
low the release of any associated sup
plier-approved data for that prod uct.

This is a direct result of EAA and

VAA's ongoing dialogue with the se
nior FAA management team and has
been the topiC of considerable ex
amination in recent years at the an
nual EAA/FAA Winter Recreational
Aviation Summit held in Oshkosh.
EAA and VAA are pleased to see
some progress after years of work on
this complicated issue. "We appre
ciate the FAA's willingness to work
with EAA and EAA's Vintage Aircraft
Association as we improve the safe
and cost-effective maintenance of
vintage aircraft," said H.G. Frautschy,
the executive director of EAA's Vin
tage Aircraft Association. "In re
sponse to long-standing requests
from EAA, the FAA had attempted

pinge on the legitimate and legal

Flight Control Cables

right of TC or STC owners to main

Custom Manufactured!
tain their data as proprietary infor
mation and profit from that data
provided they continue to support
the product," Frautschy explained.
"We in no way want to harm any
individual or company economi
Each Cable is Proof Load Tested
cally through this proposal. How
and Prestretched for Stability
ever, for those corporate entities
* Quick Delivery
that have been defunct for what is
* Reasonable Prices
often decades, and who are no lon
ger providing support to the owners
* Certification to MIL-T-6117
of their products, it falls squarely on
& MIL-C-5688A

the vintage aircraft owners to main

* 1/16" to 1/4"

tain their aircraft in accordance with

*Certified
Bulk Cable and

that original engineering data. If it

Fittings are Available
is not available for legal reasons, the
owner is genuinely caught between
~McFarlane
a rock and a hard place, and indeed
safety is ultimately compromised.
McFarlane Aviation Products
"This proposa l is an excellent
McFarlane Aviation, Inc.
696 E. 1700 Road
start but is by no means the com
Baldwin City, KS 66006

plete solution to the data avail

800-544-8594

ability problem for older aircraft,"

Fax 785 5943922

www.mcfarlaneaviation.com

Frautschy continued. Specifically,

sales@ mcfarlaneaviation.com

when known type certificate hold

ers are unwilling to release mainte
VIs,{
nance-related data, vintage aircraft
r---------------------------------
owners receive no Continued Oper
ational Safety (COS) support of the
type certificate, as required by FAR
23.1529 and Appendix G to Part 23.
"EAA and its Vintage Aircraft As
sociation will continue to work with
the FAA and Congress on this issue
as they have recognized the difficulty
mechanics, restorers, and owners have
encountered while diligently attempt
ing to maintain vintage aircraft to
their type certificate requirements."
We'll keep you advised of the leg
islation's specifics when the Bush
administration's budget request
to Congress is made public. Mem
bers from both organizations will
be encouraged to help support this
legislation by contacting their con
gressional representatives when bill
numbers and specific legislation be
come available. Since it 's likely to
have been released between pub
lishing cycles for Vintage AirpLane
magazine, we suggest checking the
EAA and VAA websites at www.EAA.
~)

org and www. VintageAircraft.org for

the latest information.
......

q /I!

831

to develop a legal process that would

allow it to release data from type cer
tificates that were obviously aban
doned. But existing laws restricted
FAA's ability to release such data be
cause it was deemed to be intellec
tual property even though the owner
of record had long since ceased to
exist. This proposed legislation will
go a long way toward helping own
ers and mechanics gather the infor
mation they need to maintain these
historic aircraft."
Data could be released provided
the following circumstances are met:
The certificate containing the re
quested data is inactive for at least
three years .
The TC owner of record , or the
owner of record's heir, cannot not
be located.
The designation of such data as pub
lic data will enhance aviation safety.
"Clearly, we do not want to im

Iid l

Subscribe to e-Hot Line,

EM'sfree weekly

members-only

electronic newsletter.

To start receiving e-Hot

Line this week, visit the

members-onlysite at

www.eaa.org,orsimply

click on the "Subscribe

to e-Hot Line"box on

the home page.

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

VINTAGE AIRPLANE

The VAA annual fund raising campaign

fuels VAA activities at AirVenture Oshkosh
H.G.

FRAUTSCHY

For more than three decades, the vintage

structures. But how does all of this work get

airplanes and their enthusiasts have had their

funded . To be certain, almost all of the labor

own special area during the annual EAA con

involved is performed by our dedicated and

vention. Over the years it's been a picturesque

talented volunteers, but what about the cost of

scene of the finest restored airplanes seen in

supplies and hardware?

this country, a gathering place for aviation peo

That's where our Friends of the Red Barn

ple and their magnificent machines to share

come in - it provides all of us, who wish, the

knowledge and friendships. We 've been privi

opportunity to assist in the vital financial sup

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

port of the Red Barn area of EM AirVenture. It

our area. Remember the Gee Bee R-1 replica

gives us the unique opportunity to be an es

built by Steve Wolf and Delmar Benjamin?

sential element of an event that has no peer in

How about the lineup of Howards and Cessna

the entire world , that being the world renowned

195s? We can't forget the special Type Club

annual EM AirVenture Oshkosh gathering.

parking area, where we host many examples

We're most appreciative of the contribu

of a particular manufacturer's airplane. More

tions made by hundreds of VAAers who see

recently we 've been the Oshkosh home for the

the tangible benefits of supporting their fellow

inspiring National Air Tour, the thunderous Tri

VAA members in this manner. As a critical part

Motor reunion, and the American Barnstormers

of the VAA budget, the fund pays for such di

Tour. All of this is possible through the efforts

verse items as VAA awards presented during

of the nearly 500 VAA volunteers, the volunteer

the annual EAA aircraft awards program, spe

VAA board of directors, and the VAA staff.

cial recognition for our many volunteers , and

Their passion is what makes it a great place

expenses associated with our special displays,

to be throughout the week of AirVenture , and

forums, and educational areas such as the

why so many visitors and aviation enthusiasts

VAA Workshop tent and the Type Club tent.

come back year after year to work, relax, and en

Your annual contribution made in the first

joy aviation's premier event, EAA AirVenture Osh

half of 2007 will directly benefit this year's con

kosh. It's a place to rekindle old friendships and

vention activities and programs. There are now

make new ones. A time to relax and enjoy avia

seven levels of gifts and recognition, including

tion , learn something new, and rub elbows with

a new Diamond Plus giving level , which entities

our fellow aviators. As you can imagine, it takes

you to all benefits plus your choice of a Ken Ko

some fairly substantial financial resources to

underwrite such an event and the Vintage area

tik aviation art print. A portion of Ken's artwork

at EAA AirVenture is no exception .

can be viewed on his website at www.KenKoti

kAviationArt.com.

For the past four years , the Vintage Aircraft

Please consider actively partiCipating in the

Association has, by necessity, elected to un

2007 VAA Friends of the Red Barn campaign.

derwrite its EAA AirVenture activities with funds

You donation may be tax-deductible to the ex

other than members' dues. The proceeds from

tent allowed by law, and you can enhance your

this fund pay for all sorts of volunteer activities

partiCipation if you work for a matching gift

and improvements to the VAA area. It serves

as working capital for improvements such as

company. You can do so by copying and filling

out the form included on these pages, filling

the new kitchen for the popular VAA Tall Pines

out and sending in the form included in the

Cafe, as well as for upkeep of many structures.

mailing that will arrive in your mailbox soon , or

There 's never a shortage of windows that need

by donating online at www.VintageAircraft.orgj

caulking, doors that need to be replaced, and

roofs that need to be repaired . Plus, every year

programs/ redbarn.html. If you desire more in

formation concerning the VAA's Friends of the

something new must be created to serve the

Red Barn campaign , feel free to give us a call

needs of th e members and visitors , as well

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

as replace some of our most aged or obsolete

with you!

MARCH 2007

Many services are provided to vintage

aircraft enthusiasts at EAA AirVenture
Oshkosh. From parking airplanes to feed
ing people at the Tall Pines Cafe and Red
Bam, more than 400 volunteers do it all.
Some may ask, uH volunteers are provid
ing the services, where is the expense?"
Glad you asked. The scooters for the
flightline crew need repair and batteries,
and the Red Bam needs paint, new win
dowsills, updated wiring, and other sun
dry repairs, plus we love to care for our
volunteers with special recognition caps
and a pizza party. The list really could
go on and on, but no matter how many
expenses we can point out, the need
remains constant. The Friends of the Red
Bam fund helps pay for the VAA expenses
at EAA AirVenture, and is a crucial part of
the Vintage Aircraft Association budget.
Please help the VAA and our 4OO-plus
dedicated volunteers make this an un
forgettable experience for our many EAA
AirVenture guests. We've made it even
more fun to give this year, with more giv
ing levels to fit each person's budget, and
more interesting activities for donors to
be a part of.
Your contribution now really does
make a difference. There are seven levels
of gifts and gift recognition. Thank you
for whatever you can do.
Here are some of the many activi
ties the Friends of the Red Barn fund
underwrites:
Red Bam Information Desk Supplies
Participant Plaques and Supplies
Toni's Red Carpet Express Repairs and
Radios

.Caps for VAA Volunteers

Pizza Party for VAA Volunteers

Flightline Parking Scooters and Sup
plies
Breakfast for Past Grand Champions
Volunteer Booth Administrative Sup
plies
Membership Booth Administrative Sup
plies

.Signs Throughout the Vintage Area

Red Bam and Other Buildings' Main

tenance
Tall Pines Cafe Construction

.And More!

Dilamond Plus
$1250
Ken Kotik Aviation Art Print

Close Auto Parking

Full Week

Two Tickets to VAA Picnic

21ickels

21ickels

21ickels

1Person/Full Wk

2People/Full Wk

2People/Full Wk

2People/Full Wk

*
*
*
*
*
*

*
*
*
*
*
*

*
*
*
*
*
*

*
*
*
*
*
*

Tri Motor Certificate

Breakfast at Tall Pines Cafe
Special FORB Cap
Two Passes to VAA Volunteer Party
Special FORB Badge
Access to Volunteeer Center
Donor Appreciation Certificate
Name Listed: Vintage Airplane Magazine,
Website and Sign at Red Bam

-~

*
*
*

*
*
*
*
*

VAA Friends of the Red Barn

Name_____________________________________________________EAA#________ VAA#________
Address_______________________________________________________________________________________
City/State/Zip ________________________________________________________________________
Phone_________________________________________E-Mail_____________________________________
Please choose your level of participation:

___ Diamond Plus $1,250.00

___ Diamond Level Gift - $1,000.00
___ Platinum Level Gift - $750.00
_
Gold Level Gift - $500.00

___ Silver Level Gift - $250. 00

___ Bronze Level Gift - $100.00

___ Loyal Supporter Gift - ($ 99.00 or under)

___ Your Support $___

o Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.)

o Please Charge my credit card (below)
Credit Ca rd Number _________________________ Expiration Date ______
Signature___________________________________

Mail your contribution to:

EAA, VINTAGE AIRCRAFT ASSOC.
PO Box 3086
OSHKOSH, WI 54903-3086

*00 you or your spouse work for a matching gift compan y? If so, this gift may qualify for

a matching donation. Please ask your Human Resources departm ent for th e appropriate form.

NameofCompany ______________________________________________________

Tile Villtage A ircraft Associa tion is a non-profit edllca tional olgarlization IIIlder IRS SOlc3 rules. Under Federal Law, the deduction from Federal Income tax for
charitable contributions is limited to the amollnt by which any money (and the value of allY property otiler than money) contribllted e.~ceeds the vallie of the goods or
services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to YOll fo r IRS gift reporting reasons.

VINTAGE A I RPLANE

Editor's Note: "Assembly and Rigging" is the title of this ninth installment of t h e "Restoration Corner" series.
Author Gene Morris is an airline captain living in Texas . He also serves on the Vintage Aircraft Association
Board of Directors.

Assembly and Rigging

BY GENE MORRIS
EAA 81175, Ale 1877

Now that you've brought your

airplane up through all the vari
ous stages of rebuilding/restoring,
you have probably learned all that
you can absorb about good working
habits. You will, of course, continue
with these habits, and you will have
gotten to know your airframe and
powerplant mechanic with an in
spection authorization (A&P/IA)
very well by now.
Hopefully he can be considered
an expert on your airplane. If not,
I would at least contact someone
who has been there before ... even if
it's by telephone, you can pick up
a lot of good ideas. The Internet is
another terrific way to contact other
owners and restorers. This is not to
say that your A&P is not capable,
but it's part of sharing experiences
and ideas with each other.
My restoration experience is lim
ited compared to some, but I have
helped several people where I, and
am very happy and flattered to do so.
I once flew our old Travel Air
4000 to Hartford, Wisconsin from
our home (then) near Chicago, so
the FAA could compare it with Tom
Hegy's to determine if they were
constructed alike. They were, and
they gave him his engine installa
tion STC on the grounds that mine
once had the same engine installed
in 1937.
If you are a newcomer to antique
or classic airplane circles, you will
find that nearly everyone is eager to

help you, especially if it doesn't cost

anything.

Tail Surfaces
You can probably assemble the
tail feathers all by yourself. Just con
tinue with your good habits and be
sure to use a level to get things nice
and straight.
For instance, someone with past
experience might save you some
work with horizontal stabilizer ad
justments. Some vintage aircraft
require the installation of washers
under the stabilizer leading edge at
tach points or may have more than
one bolt hole for mounting these
pieces. Some knowledgeable tips
could prevent you from having to
take it apart after you've flown it and
found it out of rig. The same situa
tion exists for some vertical fins.
Believe it or not, I once saw a
turnbuckle tightened up too tight
to pivot on an elevator "up" horn
and the turnbuckle failed during a
landing flare about four feet above
the runway. (Editor's note-In that
case, it's likely that not only was the
nut tightened excessively, but that the
wrong hardware was used to attach the
turnbuckle rod end to the control horn.
Only clevis bolts are to be used in those
applications, with the appropriate grip
length used to prevent the nut from
squeezing the fork end. Overtighten
ing a too-short bolt can cause the turn
buckle fork end to bind on the horn,
or fracture the fork at its base.-HGF)

REPRINTED FROM

10

MARCH 2007

Vintage Airplane

What a landing, but there was no

damage! In your assembly of mov
able items, they must be allowed to
move.
If the empennage is braced with
streamline wires, treat them care
fully using masking tape or similar
protection on the crescent wrench
used to adjust them. The tightness
will be a consensus between you and
your A&P. Be sure to guard against
pulling the surfaces out of plumb.
Also, you will notice that one end
of the wire has right-hand threads
while those on the other end are
left-hand. Your good working habits
will insure that you do not lose the
left-hand jam nut!
Most aircraft have specified lim
its of control surface travel, so you
should use your bubble protractor
for that step.

Wings
Some folks get the urge to taxi
their pride and joy before install
ing the wings. A word of caution
is in order here. On a tail dragger,
the wings represent a Significant
amount of weight aft of the land
ing gear. This translates into an air
frame without wings that is very
light in the tail, and even a slight
application of brakes while taxiing
could result in a sudden shortening
of the propeller. How do you sup
pose I would know that?
Up to now, you've slaved over
your airplane for months and prob-

N OVEMEBER 1986

ably are still peeling dope off your

fingers, your wife has thrown away
all your dope/paint-laden clothes,
and I hope somewhere in all the la
boring you have planned to have a
wing-raising party. If you are prone
to parties, this is another for your
list, don't let anybody stumble into
your nice straight stringers, etc.
Installing wings on an airplane
can vary all the way from putting
up a simple lift and putting in two
bolts (or is it four?) as on an Er
coupe, to hanging four wing panels
on a biplane.
To make it simple and very basic,
I'll start with the typical high wing
monoplane like the Champ, Cub,
Taylorcraft, etc. The wings attach to
the fuselage with a bolt at the front
spar and one at the rear spar. If it
were not for your friend holding
up the wing tip, it would fall to the
ground . A real must for this opera
tion is three or four drift punches
to get that initial hold on the holes
until you can line them up for the
bolts. Also, you should have a fiber
hammer to tap in the bolts. Take
care not to ruin the threads during
this process.
Before the wings went up in place,
you should have fastened the lower
strut to the fuselage. All that is required
now is to raise the strut up to the wing
and, 10 and behold, it will fit perfectly.
I don't know of an airplane that will
not stand upright with just one wing
panel-unless it's Ken Hyde's Jenny. I
know for a fact that the old Travel Air
stood up, almost straight, with both
wings on one side.
After both wings are on and the
ailerons are in place, you will once
again get into the cable tension
game. Thank goodness for ball bear
ing pulleys, because a little too much
cable tension on the old type pulleys
can really make for stiff controls.
A common error at this point is
getting the aileron cables crossed .
Be sure that you have them properly
iden tified and tied off correctly be
fore putting the wings on .
Sometimes, if the cables are
crossed, the movement one way will
be heavier than the other. Again, how

Gene Morris flying his 1931 American Eaglet, NC548Y.

do you suppose I would know that?

There are a couple of things to bear
in mind when rigging the aileron
cables. Naturally you will want the
control wheel or stick to be centered
when the ailerons are even. That will
be your job. On most airplanes the
ailerons should droop just slightly,
perhaps 1/ 8 inch or maybe a little
more. Rigged thusly the air load will
streamline them in flight. If this is all
done correctly, you should not have
to touch them again.
On this hypothetical airplane we
are assembling, you will notice that
only the length of the rear strut is ad
justable. This is to adjust the proper
angle of wash-out at the wing tip
(when specified). The length of the
front wing spar is fixed to maintain
the angle of dihedral as designed
into the aircraft.
After the two struts are attached
to the wing, stand at the tip and
look toward the fuselage, sighting

down the bottom of the wing. The

wing panel should have a slight
twist in it, with the trailing edge at
the tip being about Vz inch higher
than the wing root. This is called
wash-out, and it's obtained by in
creasing the length of the rear strut.
It's also a good idea to stand in
front of your airplane and eyeball
for uniformity of the wash-out on
the left and right panels, just like
you did with your model airplanes.
Wash-in and wash-out apply to all
wings regardless of structure, i.e.,
struts, wires, or however they may
be attached.
Do not under any circumstances
allow the wings to be washed
in (trailing edge at wing tip lower
than root rib). This condition will
cause the tips to stall first, and your
airplane will b e real nasty to fl y.
Conversely, when the wings have
wash-out, the wing root stalls first,
giving a straight-ahead stall as well
VINTAGE AIRPLANE

11

as retaining aileron control for a

longer period of time.
Of course, you have seen that all
fuel lines are in place in that tiny little
space between the wing root rib and
the fuselage as well as the wiring to the
wing lights and the pitot/static lines.
Be sure the wing-to-fuselage
fairings (when used) are in good
shape and fastened securely to the
airframe. We once had a PA-12 in
Alaska that nobody could land de
cently. We finally determined that
the wing fairing was loose just be
hind the windshield, and during the
landing flare that little bit of fairing
sticking up adversely affected the
airflow over the tail surfaces!
One more thing about wash-in
and wash-out. Since the ailerons
have the same amount of droop
with the stick or wheel centered,
they will be adjusted correctly.
Should your airplane fly straight
and level, hands off, and one aile
ron is up and one is down, do not
re-adjust the ailerons! Correct the

condition by lengthening the rear

strut to the wing with the "Up" aile
ron. Make the adjustments in small
increments, then test fly until the
ailerons remain even.
Don't be hesitant about asking
questions, and always be observant.
For instance, Cessna 140As and some
others with single struts have an ec
centric bushing at the rear spar fitting
to adjust for wing heaviness . Some
airplanes don't have any wing adjust
ments. My 1940 Culver Cadet is one
of those and, as you might expect, it
flew wing heavy. I did not want to
correct it by installing an adjustable
aileron tab, so I flew it for months
with a large rubber band stretched be
tween the stick and the Landing gear
lever. I finally broke down and put a
tab on it.
My 1931 American Eaglet has
no elevator trim system at all, so
we carry the rubber band on cross
country flights, attached to the seat
belt and over the stick. The result
ing back pressure on the stick cor-

WHAT OUR MEMBERS

ARE RESTORING

~-

""'a;

-----..... --~
-

REARWIN SKYRANGER

1948 LUSCOMBE 8B

WHAT OUR MEMBERS ARE RES TORING

Are you nearing completion of a restoration? Or is it done and you ' re busy
flying and showing it off? If so, we'd like to hear from you. Send us a 4-by-6
inch print from a commercial source (no home printers, please-those prints
just don't scan well) or a 4-by-6-inch, 300-dpi digital photo . A JPG from your
2.5-megapixel (or higher) digital camera is fine. You can burn photos to a CD,
or if you're on a high-speed Internet connection, you can e-mail them along
with a text-only or Word document describing your airplane. (If your e-mail
program asks if you 'd like to make the photos smaller, say no.) For more tips
on creating photos we can publish, visit VAA's website at www.vintageaircraft.org.
Check the News page for a hyperlink to Want To Send Us A Photograph?
For more information, you can also e-mail us at vintageaircraft@eaa.org
or call us at 920-426-4825.
12

MARCH 2007

rects a slight nose-heavy condition.

The price of staying original!

Biplanes
I only have experience with one
biplane, our old Travel Air 4000. On
that plane the center section is adjust
able fore and aft, which changes the
CG location. That needs to be done
for different engine installations, etc.
Most biplanes have center sec
tions and the sequence for install
ing the wing panel is: 1) center
section; 2) lower panels; 3) upper
panels. When the lower panels are
installed, the tips are supported by
the landing wires. The tips of the
upper panels are supported by the
outer interplane struts.
Rigging these birds can give one
gray hairs because when one wire
is adjusted, one more will probably
need re-adjusting. Rigging specifica
tions are available for most airplanes,
and these instructions should defi
nitely be followed. I would guess that
it's really a good feeling to put a bi
plane together and have it fly per
fectly the first time!
If the flying and landing wires aren't
"streamlined into the slipstream, they
may flutter during flight. This condi
tion should be remedied immediately,
as flutter can mean failure.
If you are not already familiar with
the rod terminals, you should know
they have a small opening called a
witness hole in the side of the shank.
This is the gauge to assure that the
rod end is screwed into the terminal
at least that far. The proper threading
of each end must be verified by insert
ing a piece of safety wire into the wit
ness hole. If the wire goes through,
not enough threads are engaged.
Share your fun and problems.
Once again, you are doing this proj
ect for fun or some sort of personal
satisfaction, and nothing is more
gratifying than to share you fun,
and problems, with the rest of us .
We all love airplanes and airplane
people, so if this is your first restora
tion project, you have much to look
forward to when you start flying it
to fly-ins, especially the greatest of
them all ... Oshkosh!
~
II

eJ.

55 ~-!I!~~tion

X-PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE

OF PARTNERSHIP
fAA Members who are consider
ing the purchase or lease of a new
Ford Motor Company vehicle should
be sure to take advantage of the
Ford Partner Recognition Program.
Your membership benefits qualify
you for X-Plan pricing, which could
save you as much as $3,216 on a
2007 LINCOLN MKX.*

With $3,216 in savings on a

LINCOLN MKX, you could pay for:

Aweek at AirVenture
Ayear's worth of fuel
and your EAA Membership!
* Based on comparison of 2007 Uncoln MKX $44.385

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in the evolution of Lincoln. Clean, flowing exterior lines come together in an
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Ford Motor Company, in association with EAA, is proud to offer members the opportunity to save on the
purchase or lease of vehicles from Ford Motor Company's family of brands-Ford, Lincoln, Mercury, Mazda,
Volvo, Land Rover and Jaguar.
Get your personal identification number (PIN) and leam about the great value of Partner Recognition X-Plan
pricing from the EM website (www.eaa.org) by clicking on the EAAlFord Program logo. You must be an EM
Member for at least one year to be eligible. This offer is available to residents of theUnited States andCanada.

Certain restrictions apply. Available at participating dealers. Please refer to

www.eaa.org or call 800-842-3612.

MSRP versus $41 .170 X-Plan price.

8 rnazca

LIN COL N

MERCURY

JAGUAR

BELLANCA

ome airplanes seem to

resist being rebuilt. You
get a start on them,
things look as if they're
going along smoothly,
and then something happens and you
back up two paces. Move ahead, and
then back up again. The entire project
has a sawtooth progress pattern. The
only thing that is a given on those
projects is that if you don't keep push
ing, they aren't going to happen. If
you don 't believe that, ask John Mor
rison about his Bellanca 260.

14

MARCH 2007

First, it's a straight Bellanca 260. Not

a 260A. Not a 260B. A straight 260, the
first of the 260-hp, nose-dragging, tri
ple-tail speedsters from Bellanca. Sec
ond, you need to ask John how far he
can throw his complete toolbox when
things go very wrong. But, we're get
ting ahead of ourselves.
John came into aviation hon
estly-he was born into it. His dad
flew P2Vs as a Navy reservist when he
wasn't shepherding an American Air
lines bird around. Plus, his maternal
grandfather was associated with the

Granville brothers of "Gee Bee" fame

to the pOint that the grandfather and
John's great uncle owned and raced
a Gee Bee Model "E" Sportster (the
same airplane that Zantford Granville
was killed in) for a short time in the
early 1930s.
"Dad would take my brother and
me down to LaGuardia or JFK; this
was during the early 1970s, long be
fore 9/11 and the TSA . We had the
run of American's 727s, 707s, BAC
111 s parked at a gate or in the han
gar," John says. "I spent a good deal

of my childhood building model air

planes and reading just about every
thing that had to do with aviation.
I also had a strong interest in taking
things apart to see what made them
work. Sometimes I'd even put them
back together.
/II started flying when I was 16. The
official lessons were in a C-1S2 at Wa
terbury/Oxford, Connecticut; the real
lessons were in a 7DC Champ at a
grass strip called Candlelight Farms. I
suppose that is how the bug for older
airplanes bit.

/II attempted to major in mechani

cal engineering and fly at the same
time. Flying eventually won out over
engineering, so I transferred to South
eastern Oklahoma State University for
its aviation program. My first real avi
ation job was as a lineman for South
easter's FBO, refueling and tending
to the college's airplanes. I did some
flight instructing as well while I was
at Southeastern. By the time I gradu
ated I had added CFII and Multi-I to
my tickets."
John graduated from college and

like every other young pilot, found

that both his first job and lunch
money were illusive.
/II picked up a job with a flight
school/FAR 135 operator in Laredo,
Texas, doing flight instructing and
air taxi flying. I was hoping after col
lege to fly with the Air Guard, but
this was 1982, and there was a glut of
airline pilots on furlough going back
to Guard and Reserve units due to the
PATCO strike, early effects of deregu
lation, Braniff shutting down, Frank
Lorenzo, oil embargos, so after about
eight months of long days and pea
nut butter and jelly sandwiches, I was
able to go active duty Air Force and
right into pilot training.
"I went through T-37s and T-38s
at Vance Air Force Base, then tran
sitioned into the KC-13S. I always
thought it sort of ironic that I re
fueled little airplanes in college, so
what did the Air Force have me do?
Refuel bigger airplanes while doing
400 knots."
The measure of whether or not a pi
lot is truly an av-junkie is whether he
gets too much flying on the job and
then doesn't need it on the side. In
this case, John is definitely hooked.
"While I was stationed at Griffiss
Air Force Base in New York, to keep
myself in touch with my roots, I
bought a Cessna 120 that we nick
named 'The Paul Poberezny Special'
because it was painted in the EAA
paint scheme. The little airplane fol
lowed me around for the rest of my
Air Force career and to FedEx.
"Even though I was flying in the
Air Force, I kept my CFI active and
gave a lot of civilian flight instruc
tion when I was off duty, includ
ing some ATP training for my fellow
USAF colleagues."
Fortunately the airlines started a
huge expansion in the late '80s when
John's initial USAF commitment was
up. "The military flying was reward
ing, but my heart was really with
the airlines. So I took advantage of
those SAC alert tours to prepare my
resume and send out applications to
the airlines.
"American Airlines had a nepo
tism rule, which was a bummer be
VINTAGE AIRPLANE

15

The distinctive triple tail of the Bel

lanca 260.

The 260, which includes a cozy back seat, is a comfortable ride for four.

cause flying for them was my dream.

I was the one they said couldn't be
hired because my dad worked there .
I hadn't given much thought to Fed
eral Express because it was a relatively
16

MARCH 2007

new airline, but since we were spend

ing our days off in Memphis, I began
to notice this purple air force morph
ing there. Couple that with its recent
acquisition of "Flying Tigers" and its

international routes, and flying night

freight became more appealing to
me. So, I sent them my resume, inter
viewed, and was offered a job! I have
been with them nearly 17 years now,
most recently as a captain and check
airman on MD-lls.
"I married and was expecting our
first child early in my FedEx career.
It wasn't long before the old C-120
wasn't going to work as a family air
plane. It just so happened that a ratty
looking Cessna 170A that I knew about
became available. So, I rationalized
the need for a back seat and bought it.
I flew it exactly once before deciding
some of the wiring needed work and
the panel n eeded rebuilding. And
well, you know the rest . One thing
leads to another, and I found myself
'refurbishing' the entire airplane.

"I was really close to having it fly

ing again when another FedEx pilot
walked up with a check and said, 'I
want your 170,' and I flinched . I tried
to go a year without another airplane,
and should have looked for a 12-Step
Airplane Junkie Recovery Program."
John had already decided he
needed another four-place airplane,
but this time he decided he wanted
something that was faster but still
had a little character. Speed wasn 't
everything.
"I was enamored of the triple-tail
Bellancas, especially the 14-19-3s. I
flew one while I was in college and

"I WAS

was in boxes. However, a lot of new

ECI parts were included.
"The airplane had some modifica
tions, such as aux fuel tanks in the
wings, main gear doors, and a new
instrument panel. The good part
was that I could get a look inside the
wings and see that the wood was in
excellent condition.
"The seller was running an FBO
that he was trying to make into a re
pair station specializing in Bellancas
and said he'd bolt it together and I
could fly it out of there in short or
der. I should have known that noth
ing goes that easily. But we made a
deal, and I gave him 50
percent to get started on
the airplane."
John waited a few
weeks, and then a
month . Then, at six
weeks, when he hadn't
heard anything from the
seller about progress on
the airplane, he made
the call.
"I had a little trou
ble getting through, but
when I did I found the
IRS was shutting down
the FBO. I weighed the
Morrison options: wash my hands
of it and stand in line be
hind the IRS in bankruptcy court for
maybe 10 cents on the dollar or pay
off the existing bank lien on the air
plane and take the project on myself.
I decided to do the latter, and that's
when Jim and Rosie Stark came into
the picture.
"I heard about Jim through the
grapevine. He was reputed to be a
great wood and fabric guy. He had
just finished up a Stearman project
and was looking for something else to
try. So I ran up to Milwaukee to visit
with him . I was really impressed by
the workmanship on the Stearman,
as well as his Steen Skybolt project
with a 200-hp Ranger. He also was a
partner in a Viking, so he had some
knowledge of Bellancas. Jim agreed to
take on the Bellanca project, which
was a blessing, as my wife and I were
now expecting our second child.
"I got a phone call from Jim a few

ENAMORED

WITH THE
TRIPLE
TAIL

BELLANCAS"
-John
fell in love with them. Even though
they are a nosedragger, they are still
a Cruise master.
"Looking through Trade-a-Plane,
the few available seemed to be run
ning $20,000 to $30,000, but they
were then 35-year-old airplanes with
the original fabric, run-out engines,
and obsolete radios. No one to my
knowledge had yet to thoroughly re
store a 260."
In the course of his searching, he
contacted the Bellanca-Champion
Club. And one of its members said he
had a 260 project he might be will
ing to sell.
"I jump seated up to Milwaukee
to look at it, and it was definitely a
project, as it was taken completely
apart. Whoever had owned it before
had stopped partway through a total
restoration. The fuselage had been re
covered in Poly-Fiber, and the engine

days later letting me know that he

already had the airplane in his shop
in Sullivan, Wisconsin. I commented
that was quick, but he said he was
worried about the IRS seizing every
thing at the FBO, even though I had
cleared up the bank lien and had title
to the airplane."
When John was able sit back and
study the airplane he realized that
maybe he'd done okay, despite the
aggravations he'd just been through.
"The previous owner used the air
plane to commute between his busi
nesses in Birmingham, Alabama, and
Minneapolis. He was the one who
had the aux wing tanks and gear
doors installed. Plus he jammed a lot
of stuff into the panel. Unfortunately,
between the time I first looked at
the airplane and Jim moved it to his
place, several of the radios, including
the Stormscope, disappeared . How
ever, I figure that for a little more than
the going price of a flying 260, I now
had known quantity with good spars,
fresh fabric, and a fresh engine."
Even though a lot of work had
been done on the airplane, there
was still a lot to do, so John and Jim
went to work. The Morrisons decided
that the airplane might as well have
a proper rebuild, not the bolt-it-to
gether-and-fly-it concept that started
the ordeal.
John says, "From the onset, Jim
wasn't very pleased about the tapes
on the fuselage, so he redid them.
Then to make matters worse, he was
spraying and sanding the finish when
he found static electricity or some
thing had sucked the fiberglass insu
lation up, and it was stuck to the back
side of the fabric. That wouldn't be a
big deal, but you could clearly see in
the outside surface where it was stuck
to the inside. Jim finally got that
straightened out, but not without a
lot of sanding and elbow grease.
"If we had it to do over again, we
would have been better off stripping
the fuselage and starting over. We also
redid the panel and yanked out a lot
of the extra gauges and radios. At the
same time we installed a GNC-300 to
replace the missing DME and ADE"
As the airplane was going together,
VINTAGE AIRPLANE

17

A pair of under-wing fairings that are vaguely reminiscent of the

landing gear fairing pods on the Curtiss P-40 hide the actuating
mechanism for the Bellanca's retractable landing gear_
John had to do something about all
those boxes with engine parts in them.
"I took everything I could find
that looked like it belonged in an en
gine over to Glenn Millard. The en
gine is an IO-470F and appeared to be
in pretty good shape, which wasn't
hard to see because nothing was as
sembled. So, Glenn spread everything
out, did an inventory, then built me a
new engine, which has been running
great, so far. Also we've added GAMI
injectors and an engine analyzer that
shows that at 65 percent power, we're
burning about 11 gallons per hour at
160 knots true airspeed.
"The fuel and hydraulic systems
are pretty complex, so we called the
Bellanca factory for some advice . We
also needed their help in rigging the
airplane. This was in 1998, and they
weren't much help because they were
barely staying in business. Now, how
ever, the company is owned by sev
eral former employees. It is doing
business as Alexandria Aircraft LLC,
and they are great to work with.
"We should also mention Tom Wit
mer of Witmer's Aircraft Services in
Pottstown, Pennsylvania, who pro
vided a lot of assistance and is a gold
mine of knowledge on these airplanes.
" I was never a fan of the original
1960 factory paint scheme of red, yel
low, black, and white. However, the
factory schemes on the tail-wheeled
18

MARCH 2007

Cruismasters really complemented

the lines of the airplane. I came up a
variation of that while on one of my
12-day FedEx trips through Asia.
"Jim introduced me to Randy Ef
finger at Center Aviation in Water
town, Wisconsin. His shop did the
paint and upholstery, after Lisa picked
out the fabrics. I went to the Super
flight forums at Oshkosh, and Dip
Davis showed me how easy it is to do
a spot repair on Superthane, which is
why I chose that paint.
"The internal antennas are from
Advanced Aircraft Electronics. I
wanted to put an ADC oil filter on
it, but we weren't sure it would fit, so
while we were at Oshkosh in 1998,
Jim borrowed a filter from the ADC
people at their booth, and we drove
down to Watertown to see if it would
fit, and it did.
"The airplane finally came to Mem
phis on Memorial Day of 1999. We
took it to AirVenture 2000, but stayed
only for the first four days of the fly
in. Jim and Rosie called me from the
awards ceremony and told me that
the airplane won the Reserve Grand
Champion-Contemporary Award,
which positively blew me away. I
never expected anything like that."
Just because the airplane had been
restored doesn't mean John either
stopped learning about it or stopped
working on it (unfortunately).

"After I started flying it, I found

one of the airplane's two weak points
is its 'Rube Goldberg' fuel system.
It has 90 gallons spread among five
tanks with two selector valves but
only two fuel gauges: one for the
main tank selected and the other for
the aux tank selected. You have to be
religious about managing the fuel. I
wish there was a way to STC the MD
II's fuel system controller into it. In
the meanwhile, the Masten engine
analyzer with the fuel totalizer func
tion and the clock will have to do.
"I had been flying the airplane a
couple of years when I made a ma
jor 'oops' and discovered the other
weak point. I had removed the co
pilot floorboard and was under the
panel when I barely bumped the gear
handle and the manual hydraulic
pump handle. Just that fast the right
main retracted and dropped the wing
to the floor.
"I crawled out from under the air
plane, walked around it once, turned
around, and threw my entire tool
chest out the door. I was not a happy
camper, but the airplane wasn't done
messing with me.
As we were trying to jack the air
plane up and get the gear leg down, the
other one folded. My tools were already
scattered around out front, or I would
have thrown them again. It turns out
II

continued 0/1 page 40

Hors ower:

Is More

etter?

the Luscombe Assoc

BY GERRY SHEAHAN

At the Lus
com be forum
during this past year's
EAA AirVenture, there was
a lengthy discussion on the
pros and cons of different
engines and engine con
versions in the standard
Model 8 Luscombe. What
inspired this discussion
was a chance encounter I
had a few days earlier with a
Luscombe Association member
from Georgia. As we spoke, I men
tioned to him that my airplane had
an 0-320 lS0-hp Lycoming. He im
mediately said that it was a conver
sion he hoped to do on his 8S-hp
8E, and he pressed me for many de
tails on the conversion itself and how
the performance was improved. Al
though I bought the airplane with
that engine, I've owned it since 1976
20

MARCH 2007

than it re
ally wants to go."
I thought about that
conversation for a couple
of days, and those thoughts
led to the discussion at the
Oshkosh forum. Steve Krog,
who heads up the Lus
combe Association's newslet
ter efforts, thought that topiC would
make an article that could give a dif
ferent perspective to many members
thinking of doing an engine change
or upgrading to a different Luscombe
with a different engine. He tells me
that the Association gets lots of ques
tions on this. (So do we here at EAA/
VAA headquarters.-HGF)

(no, that's not a typo) so

I had a fair amount of in
formation to share. As a
result, we spoke for quite some time,
and I gave him as much honest in
formation as I had, as well as a cou
ple of opinions.
Without intending to, I'm afraid
I might have disappointed him.
To summarize our conversation,
I seemed to be telling him, "If you
want a faster airplane, buy a faster air
plane. Don'tpush a 100-mph wing

While the majority of my 1,000

plus hours of Luscombe time is in
my lS0-hp powered airplane, at last
count I've soloed 16 different Lus
combes with engines big and small.
And that includes two clip-wing
Luscombes; thank you, Bill Bradford
and Chuck Forrester! With that in
mind, the following is simply my
opinion on different engine combi
nations in the Model 8 airframe.
65-hp Lycoming: If you see
a Luscombe cowling with a small

dipstick immediately behind the

prop, that's a 65-hp Lycoming. It's a
smooth-running engine that doesn 't
seem to produce the power of an
equivalent-rated Continental. (Look
at the length and pitch of the prop;
it seems to bear that out.) Many have
been converted to Continentals for
that reason. There aren't many small
Lycomings around anymore.
65-hp Continental: Probabl y
the most common engine pow
ering Luscombes today. Its light
weight makes for a very nice flying
airplane .. .it flies like a leaf. That is
especially true if efforts are made
to reduce the overall weight of the
airplane. While the lack of a starter
and electrical system reduces the
airplane's utility, it is light-sport air
craft eligible, which increases its de
sirability. Some old-timers talk about
the pull-type starters with a cable or
rope into the cockpit that were in
stalled on some 65-hp Continentals,
especially in Aeronca Chiefs. To me,
those starters fall into the "bigfoot"
category. I've never seen him, either.
(J have a cab le-actuated McDow ell
starter on my Aeronca Super Chief. It
was installed as standard equipment
on the 65-hp Aeronca Chief, 85-hp Su
per Ch ief, and on a number of Taylor
craft airplanes built right after World
War II. It works great, if the engine is
in tune and you don't abuse the starter
by yanking on the handle. Before you
ask, no, I won't sell it.-HGF)
75-hp Continental: The orig
inal 75-hp engines in Luscombes
were fuel-injected units in Deluxe
8Cs. I have flown one of them and
remember it was a bit problematic
to start when hot. The lack of parts
and maintenance knowledge of the
Ex-Cell-O units led to many of them
being converted to carburetors. Also,
many A65s have been "converted"
to A75s, but I put that in quotes be
cause to do a true conversion you
have to change to four-ring pistons.
Some will say yo u just change the
timing and make a minor carbure
tion change. Not really. In either
case, what is true for a 65 hp is true

for a 75 hp: no electrical system but

a nice flying airplane if kept light.

"If you want

afaster airplane,

buy afaster

airplane.

Don't push

alOO-mph wing

faster than it really

wants to go."

85-hp Continental: My dad and

I owned one of these Luscombes for
years before I bought my airplane.
The electrical system, battery, starter,
voltage regulator, wiring, two gas
tanks, lights, radios, instruments,
extra trim, parking brake, and up
holstery were nice, but the perfor
mance of the airplane suffered as
a result. And the extra 10 or 20 hp
wasn't enough to overcome the ex
tra weight. It started well, it ran well,
and the airplane flew well, but it
didn 't have the "lightness" on the
controls the lighter airplanes did . On
hot days when many people like to
fly, a heavy 85-hp Luscombe doesn't
get off well and doesn't climb that
great. Even here in Wisconsin, in
summer we had to be a bit selec
tive on the strips we flew into or the
loads we carried ... or both.
90-hp Continental: Better than
the 85 hp because it can operate in
a slightly different rpm range with a
different prop. While the weight is
often the same, it gets off better and
climbs better for that reason. There
have been a few converted to a 90

hp with no electrical system; a good

friend owns one, and I've flown it a
number of times. It's a performing
airplane, but a starter is a nice thing
to have, and he doesn't .
lOO-hp 0-200 Continental:
This is a conversion; they weren't
built this way. The primary reason
for the modification was the short
age and expense of 85-hp crank
shafts. While this might seem like a
natural route to go for an upgrade,
think it through. A good friend
spent time, effort, and money to re
place the 90 hp in his Cessna 140
with an 0-200, and in the end he
insisted that his performance at best
was no better than the 90 hp and
actually believed it went down! The
reason? You'll be using a certified
prop on that 0-200, and most certi
fied 0-200 props are off Cessna 150s
and are only 69 inches long. Also,
an 0-200 is slightly wider, so your
baffling won't fit and you'll have to
do some cowling work. Lastly, there
is the paperwork/approval issue to
deal with. Given the new position of
the FAA concerning field approvals
and one-time STCs (which is pretty
much "no more of either"), you'll
have to jump through a number of
hoops that have surprised people
once they we re already committed
to the project. Do your homework
before starting this conversion. And
then realize you might not achieve
the performance improvements you
hoped unless you experiment with
different props that might not be le
gal on that 0-200. Especially think it
through if you already have a 90 hp.
Lycoming Conversions, 0-235,
0-290, and 0 -320: To my knowl
edge, neither the McKenzie nor the
Larsen conversions are currently on
the market, so doing one of them
would be a paperwork challenge or
might not even be possible unless you
go experimental. j'll just address the
installation in brief and the airplane
that results. On my 0-320 McKen
zie conversion, the battery is moved
aft one extra bay, making installa
tion and servicing difficult because
VINTAGE AIRPLANE

21

:~~~~~~~~i~~~~~

is
the
thethrough
only access
cockpit. There is ap
proximately 14 pounds
of lead bolted on various
pOints of the tail. The firewall needs
beefing up to go from a three-point
to a five-point engine mount. The
Lycoming has a starter gear on the
front of the engine, requiring a new
nose bowl or reworking the existing
Luscombe one. There are a number
of ways this can be done: Mark An
derson's numerous conversions use
a Piper-type nosebowl. It looks nice,
but like other similar fiberglass units,
it no longer looks like a Luscombe.
I've seen a Lycoming T-8F wearing a
drastically reworked Luscombe cowl
ing that is longer but looks original
right down to the nosebowl. Nice,
but massive work. The truth is many
modified nosebowls (mine included)
are not very attractive.
The good news? Lycoming en
gines produce more power and of
ten have parts that are more readily
22

MARCH 2007

'~~~i~~~~~~;;~ control
air loadssurfaces
on the

)jt:==lJr-'
\.

available than some small Conti

nentals. Lycoming engines make
the airplane get off and climb faster
as well as cruise faster, though in
the case of an 0-235 or an 0-290,
perhaps not that much faster.
The bad news? Lycoming Lus
combes are typically heavier,
perhaps much heavier, after the con
version, reducing the useful load.
Not only is considerable work in
volved from nose to tail (literally!),
but also the resulting airplane
loses the lightness of control that
lighter airplanes have . Because it
weighs more, it stalls faster, making
approach and touchdown speeds
higher. Because it's going faster, the

are higher, making

the stick forces heavier. As
much as I like my airplane and
the way it climbs, it doesn't fly like
a Luscombe anymore. The front end
doesn't even look like one.
If you are considering upgrading
your horsepower or buying an air
plane with a bigger engine, first ask
yourself: "Why am I doing this?"
If your answer is for better takeoff
and climb capability, just know that
going from a 65 hp to 85 hp won't
accomplish that, because most 85
hp airplanes have weight penalties
that increase utility but reduce fly
ing qualities. If your answer is that
you want a faster airplane, your
wing was designed to go about 100
mph, and if you push it faster, you'll
pay the price in induced drag. In
duced drag is lift you don't use, and
it means your airplane is not flying
efficiently. Want proof? My 150-hp
Luscombe will cruise 140 mph or a

bit more, but it's burning 10 gallons

an hour. At the same speed, my 180
hp RV-6 is only burning 6 gallons
because it was designed to cruise
faster. Overall Lycomings are thirst
ier, and your range will be reduced
unless you slow down to Continen
tal speeds.
Final thought: It was common
for airplane owners back in the '50s
and '60s to increase speed by chang
ing the pitch of the prop or install
ing a "cruise prop" where the rpm
stayed the same but the cruise speed
increased due to the prop taking a
bigger bite of air with each revolu
tion. What many of them didn't
understand was the relationship be
tween manifold pressure and rpm.
Just because your tach says your en
gine isn't turning fast doesn't mean
it isn't working hard. Ten-speed bi
cycles are nice, but it's hard to pedal
uphill in 10th gear. If your prop has
been on the airplane for a long time
and is taking too big a bite, your en
gine is doing the same thing. Check
the length and pitch of your prop.
Make sure it 's correct for your en
gine and that you can turn rated
rpm in the air using a digital ta
chometer through the windshield.
The correct prop might help over
come what you perceive as a lack of
takeoff and climb performance. The
wrong prop can't pedal up that hill
in 10th gear!
For other Luscombe resources,
visit VAA's Type Club pages at www.
VintageA ircraft.org/type.
.......

This article appears courtesy of the:

Luscombe Association

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

Phone: 262-966-7627

Fax: 262-966-9627
E-mail: sskrog@luscombeassoc.org

Website: www.LuscombeAssoc.org

Dues: $25 U.S. &Canada, $30 Int'l

Newsletter: Luscombe Association

Newsletter, 6/year

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VINTAGE AIRPLANE

23

Recollections of Chicago's

CURTISS-REYNOLDS

A I R p o R T

One of the golden age of aviation's jewels

BY KENNETH MCQUEEN

the heady days of the 1920s, as the trauma

of World War I began to fade, aviation of
fered an attractive and seemingly endless
promise for the future. Improvements in
aircraft and engine design resulted in ve
hicles relating much more closely to airplanes we see to
day than to those of the preceding decade.
Late in 1929, to the north/northwest of Chicago, Cur
tiss-Reynolds Airport was established for private and com
mercial aviation. Located at Shermer and North Lake
Avenues, it was a mile or two northwest of the village of
Glenview, which in that period boasted the grand popula
tion of 1,900 souls (now more than 20 times larger). The
airport's name, which differed at times, was to honor avi
ation pioneer Glenn Curtiss and the banker who financed
its development.
The expansive spirit of the country at the time the air
port was started tended to affect its features. Private avia
tion was seen as the next big leisure activity, and airports
were to exhibit characteristics of country clubs. To this end
the entry area of this 4S0-acre airport was made attractive
with landscaping around the parking lot between Shermer
Avenue and the hangar. Also, on the operational side of the
hangar, large elevated and covered observation decks were
installed in expectation of many casual spectators. Other
amenities, including a restaurant, were installed.
The hangar was steel and roomy, with plenty of windows
and large access doors. They consisted of five connected
sections oriented north and south near Shermer Avenue,
with a concrete apron along its east side. Although the fly
ing field was equipped with two runways, the good grass
sod was most often used, especially by small airplanes.
The brand new airport was christened just nine days
before the market crash marking the beginning of the
Great Depression. Despite the dampening effect of the
country's financial problems, during the decade of the
1930s, Curtiss-Reynolds was witness to a rich and varied
scene of aviation activity.
24

MARCH 2007

This account is nothing more than a series of homely

recollections by a then-young person who lived less than
a mile southward and to whom the airport became a sec
ond home. To he and his friends there was always a good
reason for a bike ride up there to see what was going on.
Does anyone remember "Colonel" Roscoe Turner? He
was a flamboyant figure of a flier in those days, appearing
in his uniform of riding pants, knee-high boots, military
style coat and cap, plus a white scarf. His airplane at Cur
tiss-Reynolds was a Lockheed Vega. As a tireless promoter
he was not above commercialization, and his airplane was
boldly emblazoned with the name "Curlee Clothes" after
a clothing line of the time.
Always the clown, Turner was once seen with one foot
in a tail wheel dolly, using it as a big roller skate, and get
ting a laugh out of his friends and audience.
There were plenty of airplanes to check out in the han
gar, including Wacos, Aeronca C-3s, Taylorcraft, Stinsons,
Beech Staggerwings, a Boeing tri-motor, and a Davis para
sol. Another parasol, probably one of a kind, languished
in the hangar. The wing planform was a perfect circle,
enough to give an aerodynamicist the willies with the as
pect ratio of 1.0. Its ailerons, extra large in proportion to
the rest of the wing to eke out a modicum of roll author
ity, looked incongruous. (Editor's Note: This was undoubt
edly the Nemeth Umbrella Plane, built in the early 1930s and
last seen by the late lim Barton, languishing on the dump heap
at nearby Palwaukee Airport, sometime around World War
ll.-HGF)

Another unique resident was the Flying Flea. Henri Mi

gnet, its developer, moved to this country from France and
settled in the south hangar section at Curtiss-Reynolds. For
several years he and his group worked on improvements to
the airplane in a walled-off corner of this hangar.
One afternoon the Flying Flea group scheduled a dead
stick landing test. The engine was cut with the airplane at
several hundred feet altitude, and it proceeded to glide in
successfully despite a somewhat rock-like steep glide an

Aviation cadet quarters.

gle. The group was very happy with the outcome.

One morning the Graf Zeppelin, the majestic German
dirigible, paid a visit to the airport while on a tour of the
United States. During the period when people were on
their way to work, this huge vehicle spent a protracted
amount of time loitering at low altitude in the vicinity,
undoubtedly waiting for its tethering crew to arrive. A
major recollection of this event by local residents was of
the resulting unprecedented traffic jam that stretched for
miles on all roads to the airport.
The National Air Races were held at Curtiss-Reynolds in
1930. Certain small boys were allowed out onto a flat part
of their grandfather's house roof, to better be able to see
the pylon racers. Among those raced was the Gee Bee (not
seen again by one observer until in tight formation flights
with a Howard DGA at EAA AirVenture 2000).

The author's father,

out of work at the time
due to the depression,
put on his World War I
Army uniform and had
a job directing traffic
at the airport during
the races.
Afterward, the dis
mantled grandstands
were stacked in a high,
orderly pile in an iso
lated building on the
south edge of the air
port. For probably no
good reason, a door to this building was not locked, and
small boys were able to get in and climb around in the
huge pile of grandstand parts. An airport employee knew
they were up there and shouted at them but was helpless
in attempts to reach them. It was with great juvenile glee
that they realized their safety in lofty hiding places.
During one period a feeder service was established
by United Airlines, linking Curtiss-Reynolds with the
Chicago municipal airport (now Mid:vay). A Boeing 247
loaded passengers one afternoon and took off, turning to
a heading for Chicago. At this point an engine quit. With
out even a wing-waggle, the airplane continued on course
with a feathered prop, obviously preferring to land in
Chicago with its extensive maintenance facilities.
Early during the airport's existence Chicago radio sta
tion WGN erected a tall, guyed transmission tower close
VINTAGE A I RPLAN E

25

26

MARCH 2007

A few of the airplanes and places

seen by the author at the airport
during the golden age of aviation
in the 1930s.

Steannan PT-17

by, west of Shermer Avenue. It

was like the old adage " You
could tell it was an airport by the
flight obstruction ." Although it
seemed outrageously in the way,
nobody ever tangled with either
the guy wires or with the mast it
self. WGN's transmission tower is
now 4 1/5 miles directly west of
O'Hare airport, on the west side
of Route 53.
On weekend afternoons a ge
nial young man named Jerry and
dressed in a suit and tie had the
job of hawking airplane rides for
$5. You could always hear Jerry
or see him waving a book of tick
ets. One day to the author's com
plete surprise Jerry called to him,
"Ken, you're always here; help fill
this airplane!" Before I knew it,
I was clambering into a Stinson
Reliant with other people, for a
free first flight. It was a never-to
be-forgotten thrill, actually be
ing up in the air and seeing the
North Shore communities and
various landmarks like the beau
tiful BaHai Temple in Wilmette.
I was forever after indebted to
Jerry. I still remember the pilot's
name; he was Slim Savage.
A lot of gOings-on at the air
port were simple and hands-on,
like people out in the sunshine
re-covering a fabric wing. A long
needle was used, stitching through
VINTAGE AIRPLANE

27

the wing from upper surface to lower and back again, fas
tening the fabric on left and right sides of each rib .
On a particular weekend the wind was strong out of the
west, but not too high to prevent flying. This prompted a
number of attempts at really slow flight across the ground.
At any given time several airplanes could be seen over the
airport, heading west and trying to be the slowest. An
Aeronca C-3 managed to get down to about zero ground
speed before stalling out.
Special aviation events were staged at Curtiss-Reynolds
in 1933, in connection with the Chicago World's Fair.
During one air show a small open pusher plane was flying
erratically at low altitude in front of the audience when
the "befuddled" pilot pulled back power and called out to
those below, "How do I get this thing down?"
An attempt was made from the field one summer for a
flight endurance record by a monoplane named the Ques
tion Mark for the occasion. (The airplane was an Army Air
Corps Atlantic-Fokker C-2A trimotor. Flying over the Los
Angeles area, the Air Corps crew set a world record for en
durance with the Question Mark in the winter of 1929.) In
flight refueling was accomplished by a system light-years
simpler than the means by which present-day military
aircraft are kept aloft. A hose with a nozzle was trailed be
low the refueling plane, and a crew member on the Ques
tion Mark refilled the tanks by gravity feed!
The airplane flew around seemingly forever. It could
be seen by day or heard by night, droning in endless
circles throughout the vicinity. At times it was forced
to fly in other areas to avoid bad weather. At the pres
ent time the outcome of this old-time protracted effort
remains a question mark in the mind of the writer. (I've
fOllnd no evidence of a record being set with this airplane at
Curtiss-Reynolds; any input from our readers would be appre
ciated.-HGF)

In 1936 the Navy established a presence at the airport,

28 MARCH 2007

leasing the northernmost sections of the hangar. Opera

tions included a naval reserve unit with Grumman FJ
type biplane fighters and other single-engine Navy types.
Training of nava l aviation cadets also was conducted.
At one point a snow fence was erected in an east-west
direction all the way across the center of the field, proba
bly in connection with some drainage rehabilitation proj
ect. Wouldn't you believe it, but an FJ returning at night
ran smack dab into it while taxiing. It was a forlorn sight
out there the next day.
Late in the 1930s the U.S. Army Air Corps, predecessor
to the U.S. Air Force, established an aviation cadet train
ing facility at the airport, run by a civilian contract or
ganization. The two-story barracks building was located
kitty-corner on the southwest edge of the airport, housing
both Army and Navy cadets.
The Army used the good old Stearman biplane for flight
training. One incident is remembered in which two were
landing simultaneously and, unfortunately, in the same
airspace. The resulting very-low-altitude collision com
pletely shredded the airplanes. The single mass of wreckage
was at the terminus of a path of wood fragments, with the
left wings of one airplane jutting vertically out of the pile.
Equally strange, it seems that nobody was really hurt.
In this period, hostilities in Europe were becoming in
creasingly ominous. In 1939 and 1940 our country still
was not ready to go to war. However, the Navy was desir
ous of expanding its Glenview operations, and early in
1940 it bought Curtiss-Reynolds Airport and surrounding
acreage, which included Pickwick golf course, for what
was to become the Naval Air Station Glenview. The air
port owners were paid about one-sixth of what originally
had been invested to build the airport in the inflated con
ditions of 1929.
The countryside was transformed. Quite a few houses
acquired in the purchase were moved to new locations,

using a house-mover's roadway constructed of large tim

bers and sporting curves, turns, and branches. These be
came homes for base staff, at their new spots around the
remainder of the golf course.
Long military-style runways were laid plus two very
large-diameter circular concrete pads. In line with the
expected concentration on primary flight training with
N3N Yel/ow Peril biplanes, these circular takeoff and
landing areas permitted a much higher density of op
erations than possible with relatively narrow runways,
due to the relatively short ground runs of this aircraft
type . Initial climb-out and final approach directions
were flexible, depending only on wind direction and
not on runway orientation.
With this arrangement it was amazing to see how many
N3Ns could be taking off and landing at the same time.
From our home it was quite a sight. A modicum of longitu
dinal and lateral spacing was all it took, and a lot of airplanes
were passing over your roof in a short period of time.
The only untoward incident recollected with regard
to the base had to do with a Navy fighter taking off on
Runway 9. Some problem obviously eXisted, because just
a little off the ground, beyond the east base boundary
and road, the airplane pancaked into the west side of the
north-south railroad embankment, leapfrogged over the
tracks, and belly-flopped in on the opposite side with very
little speed left. The pilot sustained a cut finger while exit
ing the airplane.
The impact shifted a stretch of the entire embankment
and its railroad tracks to the east, a sort of a joggle. Five
minutes later the Hiawatha passenger train from Chicago
to Milwaukee came past at 60 miles per hour. The day
continued to be lucky, the train navigating the jog with
out leaving the tracks! Wonder what kind of a dipsy-doo
it was for the riders?
By now Glenview NAS itself is history, the base decom

missioned, all the concrete pulver

ized, structures and fixtures gone,
and the entire property returned to
civilian uses.
The only remaining parts-the
venerable Curtiss-Reynolds han
gar, the control tower, and a pair
of the adjoining pod facades-are
now a historic site. Memories of the
old airport of which it was a part
now exist only with historians and
among those who were fortunate
enough to have been there. It was a
remarkable period with a simplicity
and a freedom fondly remembered.
The spirit endures today among
those in aviation for its enjoyment,
and especially among individuals
willing to commit in the flourishing
build-your-own-airplane arena.
To learn more about the Glen
view Hangar One Foundation and the new Naval Air Station
Glenview Museum, visit www.HangarOne.org. The museum,
located at 2040 Lehigh Avenue, Glenview, Illinois, is open
weekends, Saturday from 10:00 a.m. to 5:00 p.m. and Sun
day from 12 p.m. to 5:00 p.m. Other times for tour groups
can be arranged with a phone call to 847-657-0000. . . . .

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VINTAGE AIRPLANE

29

BY DOUG STEWART

HAT check
In the wee hours of the morning of
August 27,2006, a CRJ-100 was cleared
by the tower of the Lexington, Ken
tucky, Blue Grass Airport to take off
from Runway 22, a 7,300-foot long
runway. As most of us know, the crew
mistakenly taxied onto Runway 26,
which is only 3,500 feet long, and at
tempted to take off. The airplane ran
off the end of the runway, impacting
the airport perimeter fence and trees,
and crashed. All but one of the people
aboard the airplane died, and the air
plane was destroyed by impact forces
and the post-crash fire. (The first offi
cer was the only one to survive. He lost
a leg and suffered brain injuries.)
I know that many of us in the gen
eral aviation world were asking these
questions: How could they have done
that? Didn't they check their compass
and horizontal situation indicator
(HSI) with the runway heading? Obvi
ously they didn't, and I'll address that
in just a little bit.
Earlier this week the cockpit voice
recorder transcripts were released by
the National Transportation Safety
Board (NTSB), and they show that the
pilot and copilot talked about their
kids and their dogs as they taxied to
line up on the runway. The chatter was
in violation of an FAA regulation that
bans "nonessential cockpit conversa
tion" during taxi, takeoff, and landing.
The last word recorded on the cock
pit voice recorder was the pilot saying
"whoa" just before the Bombardier re
gional jet smashed through a fence at
the end of Runway 26, became briefly
30

MARCH 2007

airborne, and then crashed in a field.

Now these were professional pi
lots, flying under Part 121 of the CFRs,
which strictly regulate things like "ster
ile cockpits" and other essential items
of effective crew/cockpit resource man
agement (CRM). Even with the regula
tions that they were obliged to observe,
they managed to make some horrible
mistakes and decisions, and as a result,
49 people are no longer with us.
But what about all of us who do not
have to fly with that type of regula
tion? Is there anything that we can
take from this accident that might pre
vent us from coming to a similar ca
tastrophe? Absolutely, even if we are
flying a Single-seat airplane that was
built in the '30s and we are operating
out of a sleepy grass airstrip.
Clearly the biggest mistake the pi
lots of the CRJ made was to take off
on the wrong runway. Early on in my
flight-instructing career, I came up
with an acronym to help keep me, as
well as all my clients, from making
that same mistake (along with a cou
ple of others). The acronym is HAT
check, standing for heading, altim
eter, transponder.
As I line up for takeoff on the run
way, the first thing I do is take care of
the H (for heading) of the HAT check
to ensure that the runway heading,
my compass, and my directional gyro
(OG) are all in agreement. If anyone
of the three is in disagreement, then
there is definitely a problem that needs
to be resolved prior to applying takeoff
power. Failure to do so might gain you

an appellation similar to one gained

by a Curtiss Robin pilot, a Mr. Corri
gan, numerous years ago.
I know I am not the only pilot who
has announced, as I back-taxied on the
runway of a small nontowered airport:
"Boondocks traffic, Super Cruiser back
taxiing Runway 29," as I eagerly set my
OG to 290 degrees so as to minimize
my time prior to takeoff. Of course the
only problem was that I was heading
110 degrees as I did all of this.
The only thing that saved me that
late afternoon, as I took up an easterly
heading after departure (according to
my OG), was that the sun was shining
directly in my eyes. Something was ob
viously wrong. In this somewhat hu
morous (and embarrassing) anecdote,
the only thing injured was my ego.
But when we are operating at a busy
airport, with multiple runways, and
kick up the ante even more by adding
nighttime to the mix, there is no doubt
whatsoever that ensuring that your OG
(or HSI) , your compass, and the run
way heading are all in agreement will
lead to greater longevity as pilots.
The next letter in the HAT check
acronym , A for altimeter, is not as
critical as the H if operating in day
time visual meteorological condi
tions (VMC), but it could lead to an
early demise if it is dark out or there
are clouds obscuring your vision out
side of the airplane. Again, I know I
am not the only pilot who has mis
takenly set my altimeter having an
error of 1,000 feet. Now if you have
set your altimeter 1,000 feet too low,

the possibility of coming to a screech

ing halt on the downwind is nowhere
near as great as when you do the op
posite and set it 1,000 feet too high.
Just a few weeks ago I was working
with a client in my PA-l2. As we ap
proached the airport and were descend
ing to pattern altitude, I noticed the
houses appeared to be getting much
bigger than they usually do. Question
ing my client as to proper pattern alti
tude, I got the correct answer, but when
I asked how much further we might
be descending, I was a bit dismayed
to hear II another 800 feet." (Indeed,
the altimeter showed another 800 feet
to descend to pattern altitude.) I sug
gested that we ignore the altimeter for
the time being and fly "out the win
dow" and that we check the altimeter
once we were ground-bound. When
we did that, the altimeter indicated we
were 1,000 feet above the ground. Ob
viously if this incident had occurred at
night, or in low instrument meteoro
logical conditions (IMC), I would most
likely not be writing this article.
The last letter in the HAT check ac
ronym is T, for transponder set to alti
tude. I know that many of our vintage
aircraft might not even have a tran
sponder, and some of you who have
one don't like to use it. However, I
make a point of turning mine on if
for no other reason than the fact that
it might give a heads-up of my pres
ence to one of the many pilots who are
zooming around in their glass-paneled
aircraft, hardly ever looking outside of
the cockpit. With their traffic informa
tion service (TIS) systems at work dis
playing all the transponder replies on
one of their big glass screens, hopefully
my blip will appear there, and even if
they don't see me from their window,
as they fly by they will be aware of my
company and avoid me.
Another reason for ensuring that
the transponder has been set to alti
tude prior to takeoff, when departing
into Class C or B airspace, is to avoid
having departure control ask you to
"recycle your transponder" (that's the
controller'S nice way of saying: "Turn
it on, dummy.")
Had the pilots of Comair flight 5191
checked their HATs at the door, there

might not have been an accident that

morning. But another thing that con
tributed to the accident chain was the
fact that the pilots did not maintain a
"sterile cockpit." Under Part 121 of the
CFRs they were mandated to do this,
but pilots operating under Part 91 are
not. However, we should all take note
that if a "sterile cockpit" works well in
an airline cockpit, we would be well
advised to adopt a similar policy in the
cockpits of the aircraft we fly.
If all of us were to embrace the con
cept of limiting our cockpit conversa
tions with our passengers to only those
things "essential" to the safety of flight
whenever we are operating, not only
in the air, within the airport area, but
also on the ground, the safety of every
one would be improved exponentially.
We just can't be as effective as we need
to be in all the sundry things that re
quire our attention prior to takeoff,
and during the climb-out, when we are
engaged in conversations about the
wife and kids, yesterday's ball game, or
the latest and greatest joke. So please

brief your passengers on the II sterile

cockpit" concept. If we want to remain
pliant, we need to be silent. (Of course
this is just as important during our ar
rival as it is in the departure.)
The accident in LeXington was a
tragedy, made more so by the fact that
it was so easily preventable. Hopefully
we can take the lessons learned from
analyzing the mistakes those pilots
made and apply them to our own fly
ing. Remember how important it is to
ensure that you are departing on the
correct runway. Run a HAT check (or
its equivalent) prior to takeoff. Main
tain a "sterile cockpit" whenever you
are in an airport environment. Doing
these things will help ensure that you
experience many more days of...blue
skies and tail winds.

Doug Stewart is the 2004 National CFI

ofthe Year, a NAFI Master Instructor, and
a designated pilot examiner. He operates
DSFI Inc. (www.DSFlight.com) based at
the Columbia County Airport (lBi) near
Hudson, New York.
......

VINTAGE AIRPLANE

31

BY BUCK HILBERT

Where did I go?

A bit less than a year ago, my avi

ation flame began to dim while on
a trip to Athens, Greece, to visit our
daughter, Leslie, the second secre
tary at the U.S. Embassy in Athens.
My wife, Dorothy, otherwise
known as the "Hangar Queen,"
had been an avid EAA volunteer for
more than 35 years . She'd started
her volunteer work helping me with
the Antique & Classic Division and
then later at the EAA Wearhouse ,
where she worked tirelessly for
a month or more every year until
just the year before, when she re
tired from that phase of volunteer
32

MARCH 2007

work. On the trip, she began having

problems ascending stairs and walk
ing on uneven ground.
Back home, the medics determined
that Dorothy was a silent stroke vic
tim. My priorities changed. My life
long partner in EAA aviation needed
help, and now it was my turn.
The search for a return to health
met with d ead ends, and the doc
tor's outlook didn't give us any
hope. We knew the ordeal could
only end with her eventual demise.
The medics gave us a time sched
ule, and they were right . It took just
about eight months.
During that time span, my every
waking moment, and some of my

dreams as well, were for only one

purpose. To help. To help in any
way I could.
I shut down all outside activity.
I put airplanes and aviation out of
my mind . I became the cook and
housekeeper. I spent most of my
days and nights as the nurse's aide
and the chauffeur, doing whatever I
could for her.
We were fortunate in that we had
time to reflect, time to talk, time to
plan, and near the last, I had time to
grieve even before the final ending.
My partner's gone. I've accepted
that fact, and the best way I know
of honoring her memory is to get
back to the things she encouraged
me in doing all these past 45 or
more years. I'm going to get back
into the EAA mainstream. It's time
to get back to division activities,
and I'm even planning on joining a
local chapter again.
Maybe H.G. Frautschy, our editor
and executive director, will let me
write again (l never really let you stop,
old friend.-HGF) . And just maybe,
Earl Lawrence will have me back in
Government programs.
I'll be seeing you again on the
flightline. Look for me at Sun 'n
Fun; I'll be there. Until then, it's .. .
Over to you,
I(

(( ~"-cJ,

Don and Carolyn Collins

Summerfield, NC

Received private pilot certificate

in 1969
Owns two

airplanes

Provides flight instruction and

sightseeing air rides

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BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE PHOTO IS PART OF THE

Send your answer to EAA, Vintage Airplane, P.O. Box

3086, Oshkosh, WI 54903-3086. Your answer needs
to be in no later than April 15 for inclusion in the
June 2007 issue of Vintage Airplane.

EAA LIBRARY COLLECTION.

You can also send your response via e-mail. Send

your answer to mysteryplane@eaa.org. Be sure to include
your name, city, and state in the body of your note, and
put I/(Month) Mystery Plane" in the subject line.

DECEMBER'S MYSTERY ANS W E R

Here's our first letter about the

December Mystery Plane:
The Mystery Plane pictured in
the December 2006 issue is the
prototype of the Curtiss Model]
circa 1914 . The photo was taken
in Hammondsport, New York,
at Kingsley Flats on Keuka Lake.
Attached are two photos (one
identical to yours) of the craft. In
teresting that your copy has CUR
TISS removed from the side of the
plane. (We couldn't leave that big
clue along the side of the biplane's
34

MARCH 2007

fuse lage, now could we?-HGF) Glad to be of help.

Rick Leisenring, Curator
Glenn H. Curtiss Museum
Hammondsport, New York

And from one of our earliest VAA membe rs in Michi

gan, we have this response:
The December Mystery Plane is a Cu rt iss Mo de l J.
Since there is water in the background of the ph oto,
it is a pretty good bet that the photo was taken on the
shore of Keuka Lake at Hammondsport, New York. (Yes,
see above.-HGF)
This appears to be the first version of this airplane,
which had 300-foot equal-span wings with four ailerons.
It was initia lly tested on floats, and it apparently needed
more wing area, so subseq uent versions had a 40-foot 2
inch upper wingspan, 30-foot lower wingspan, and ai
lerons only on the upper wings. Perhaps the photo was
taken just before or just after the initial test flights on
floats.
The engine was an OXX engine with dual ign ition
and a larger bore than standard. It was rated at 100 hp.
The airplane had two seats in tandem, but with con
tro ls only in the rear cockpit.
Two model J's were furnished by Curt iss to the Army
Signal Corps in San Diego in 1914. One of them estab
lished a record 1,000 feet/m inute climb in September of
1914. I'm guessing the pla ne could only climb that fast
for 100 or 200 feet from maximum-speed level flig h t.
Both planes were destroyed in accidents.
The Model J design was progress ively refined into t h e
models N, IN, IN-2, IN-3, and finally the famous World
War I Jenny IN-4 military trainer. These refinements
were subtle, and the Jenny strongly resemb les its ances
tor, the Model J.
Most of this information was gleaned from the book
Curtiss: The Hammondsport Era 1907-1915 by Lou is S.
Casey, former curator of aircraft at the Nationa l Air and

Space Museum, Smithsonian Institution.

Lynn Towns
Ho lt, Michigan
Other correct answers were received from Brian Baker,
Sun City, Arizona, and Jack Erickson, State College, Penn
sylvania. An extensive article on the Model J, written by
Wesley Sm it h, will be featured in next month's issue of
Vintage Airplane.
.......

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Not only do th ese tires set your vintage plane apart from

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VINTA GE AIRPLANE

35

200 7

MAJOR FLy-INS

For details on EM Chapter fly-ins and other local aviation events, visit www.eaa.orgjevents

The following list of coming events is

furnished to our readers as a matter of infor
mation only and does not constitute approval,
sponsorship, involvement, control, or direc
tion ofany event (fly-in, seminars, fly market,
etc.) listed. To submit an event, send the in
formation via mail to: Vintage Airplane, P.O.
Box 3086, Oshkosh, WI 54903-3086. Or e
mail the information to: vintageaircraft@
eaa .org. Information should be received fOllr
months prior to the event date.

APRIL 27-28-Waco, TX-Texas State

Technical College(TSTC). 5th Texas
Aviation EXPO 2007 presented by The
Texas Aviation Association. Five acres
of ramp static display. A robust agenda
of 60 hours of safety seminars, vast
assortments of vendors showcasing
their products and services,
anticipating 700 to 1000 attendees,
speakers George D. "Pinky" Nelson,
former NASA Astronaut and J.w.
"Corkey" Fornof, movie stunt aviation
character. COME SHARE THE
ADVENTURE! www.txaa.org
MAY 4-6-Burlington, NC-Alamance
County Airport (KBUY). VAA Chapter
3 Spring Fly-In. All classes welcome.
BBQ on field Fri. Evening, EAA judging
all classes Sat., Banquet Sat. Nite.
Info: Jim Wilson 843-753-7138 or
eiwilson@homexpressway.net
MAY 6- Lock Haven, PA-William
T. Piper Memorial Airport (LHV)
Pancake Breakfast Flyln to Benefit
Sentimental Journey Fly-In 8 am-12
pm. All you care to eat pancake
breakfast $5 Adults, $3 children
under age 10. Piper Aviation
Museum open for tours . Call 570
893-4200 or 748-5123 for more
information. j3cub@kcnet.org www.
sentimentaljourneyfly-in.com
MAY 31-JUNE 2-Bartlesville, OK-Frank
Phillips Field (BVO). 21st Annual
Biplane Expo. Info: Charlie Harris
918-622-8400 www.biplaneexpo.com
JUNE 14-17-St. Louis, MO-Dauster
Flying Field Creve Coeur Airport
(lHO). American Waco Club Fly-In.
Info: Phil Coulson 269-624-6490
or rcoulson516@cs.com www.
americanwacoclub.com
JUNE 20-23-Lock Haven, PA-William
T. Piper Memorial Airport (LHV)
Sentimental Journey Fly-In. Family
oriented fly-in featuring antique
and classic aircraft of all makes
and models, especially PIPERS!
Seminars, vendors, food , camping,
36

MARCH 2007

Sun 'n Fun Ay-In

Lakeland Linder Regional Airport (LAL),
Lakeland, FL
April 17-23, 2007
www.Sun-N-Fun.org
EAA Southwest Regional-The Texas Ay-In
Hondo Municipal Airport (HDO), Hondo, TX
June 1-2, 2007
www.SWRFI.org
Golden West EAA Regional Ay-In
Yuba County Airport (MYV), Marysville, CA
June 29-July 1, 2007
www.GoldenWestFlyln.org

EAA AirVenture Oshkosh

Wittman Regional Airport (OSH), Oshkosh, WI
July 23-29, 2007
www.AirVenture.org
EAA Mid-Eastern Regional Ay-In
Mansfield Lahm Airport, Mansfield, OH
August 25-26, 2007
http://MERFI.info
Virginia Regional EAA Ay-In
Dinwiddie County Airport (PTS), Petersburg, VA
October 6-7,2007
www.VAEAA.org

Rocky Mountain EAA Regional Ay-In

Front Range Airport (FTG), Watkins, CO
June 23-24, 2007
www.RMRFI.org

EAA Southeast Regional Ay-In

Middleton Field Airport (GZH), Evergreen, AL
October 12-14,2007
www.SERFI.org

Arlington EAA Ay-In

Arlington Municipal Airport (AWO), Arlington, WA
July 11-15, 2007
www.NWEAA.org

Copperstate Regional EAA Ay-In

Casa Grande (Arizona) Municipal Airport (CGZ)
October 25-28, 2007
www.copperstate.org

and entertainment daily. Come

for the day or the week! Call 570
893-4200 or 748-5123 for more
information. j3cub@kcnet.org www.
sentimentaljourneyfly-in. com
JUNE 21-24-Mt Vernon Ohio-Wynkoop
Airport (6G4) 48th Annual National
Waco Club Reunion. Check www.
nationalwacoclub.com for more
information and contact information.
Or email/call Andy Heins, 937 313
5931 wacoaso@aol.com
AUGUST S-Queen City, MO-Applegate
Airport (15MO). 20th Annual
Watermelon Fly-In & BBQ. 2pm 'til dark.
Come and see grass roots aviation at
it's best. Info: 660-766-2644
AUGUST S-Chetek, WI-Southworth
Municipal airport (Y23). BBQ Fly-In.
10:30am Warbird displays, antique
and unique airplanes, antique &
collector car displays, and raffles
for airplane rides. Procedes will
be given to local charities. Info:
Chuck Harrison - Office 715-924
4501, Cell 715-456-8415, fixdent@
chibardun.net; Tim Knutson - Home
715-237-2477, Cell 651-308-2839,
n3nknut@citizens-tel.net
AUGUST 17-19-McMinnville, OR-25th
Annual West Coast Travel Air Reunion
Come Celebrate the Rebirth of the
Travel Air. Expected to be the largest
gathering of Vintage Travel Airs in recent
times. Held in conjunction with the

Northwest Antique Airplane Club Event.

Info: Bruce McElhoe 559-638-3746
AUGUST 19-Brookfield, WI-Capitol
Airport (02C). Ice Cream Social and
vintage Aircraft Display, VAA Chapter
11. Dean London, 262-442-4622
SEPTEMBER I-Marion, IN-Marion
Municipal Airport (MZZ). 17th
Annual Fly-In Cruise-In. 7:00am until
2:00pm . This annual event features
antique, classic, homebuilt, ultralight
and warbird aircraft as well as
vintage cars, trucks, motorcycles,
and tractors . An all-you-can-eat
Pancake Breakfast is served, with
all proceeds going to the local
Marion High School Marching
Band. www.FlylnCruiseln.comlnfo:
Ray Johnson (765) 664-2588 or
rjohnson@indy.rr.com
SEPTEMBER 21-22-Bartlesville,
OK-Frank Phillips Field (BVO).
51st Annual Tulsa Regional Fly-In.
Antiques, Classics, Light Sport,
Warbirds, Forum, Type Clubs. Info:
Charlie Harris 918-622-8400 www.
tulsaflyin.com
OCTOBER 5-7-Camden, SC-Kershaw
County Airport (KCDN). VAA
Chapter 3 Fall Fly-In. All classes
welcome. BBQ on field Fri.
Evening. EAA judging all classes
Sat. Banquet Sat. Nite . Info: Jim
Wilson 843-753-7138 or eiwilson@
homexpressway.net

55 ~a'!I!~~tion

X-PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE

OF PARTNERSHIP
Fonl Super Duty owners tow, and their
towing needs are growing. To meet that
need, Ford Is Introducing the new F-450
pickup model.

The F-350 SUper Duty already offers

best-in-class maximum payload of
5,800 pounds and maximum towing
capacity of 19,200 pounds. However,
the new 2008 F-450 pickup widens
the capability gap, offering a maxi
mum payload over 6,000 pounds and
towing capacity of more than 24,000
pounds- a 5,000-pound increase over
the class-leading F-350. All of this
added capability comes with the same
increased level of refinement found in
the new F-250 and F-350.

FORD F-SERIES SUPER DUTY-the industry's leading heavy-duty work truck and
a mainstay of businesses throughout America, has been overhauled for the 200B
model year. Ford's Super Duty pickup has been the leader in the over B,500-pound truck
segment since launch,offering best-in-class payload, gross vehicle weight ratings (GVWR)
and trailer tow ratings.
Offered in three cab styles- Regular Cab, SuperCab and Crew Cab-and with two bed
lengths, the new Super Duty will feature a bold look inside and out, an all-new, more
powerful, state-of-the-art Power Strokeil!> Diesel and a host of unique, innovative
features not found on any other truck. And the line of Ford Super Duty trucks has been
expanded for 2008, with an even more capableworkhorse: the new F-450 pickup.

EXCLUSIVE PRICING, EXCEPTIONALLY SIMPLE!

Ford Motor Company, in association with EAA, is proud to offer members the opportunity to save on the
purchase or lease of vehicles from Ford Motor Company'sfamily of brands-Ford, Lincoln, Mercury, Mazda,
Volvo, Land Rover and Jaguar.
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan
pricing from the EM website (www.eaa.org) by clicking on the EAAlFord Program logo. You must be an EM
Member for at least one year to be eligible.Thisoffer is available toresidentsof theUnited States andCanada.

Certain restrictions apply. Available at participating dealers. Please refer to

www.eaa.org or caIiSOO-S42-3612.

LINCOLN

MERCURY

continued from page 5

ida, April 17-23. EAA experts will be
on hand throughout each event to
answer questions on sport pilot/light
sport aircraft (SP/LSA) or any subject
related to recreational aviation.
At Sun 'n Fun, EAA staff will pres

Imported for Skat Blast, this

economical cabinet assembles
in 2-3 hours. Connect air hose
from your compressor and add
Glass Beads or other abrasive.
Aim trigger power gun (included) at part and remove
rust and paint FAST!
22"d, 33'12'w, 22"h work area.
12" x 24' lens. Requires 7-20
cfm @ 80 psi and shop vac.

111;_

ent 11 forums throughout the week

regarding the sport pilot initiative.
Also visit the EAA Member Village
Tent for other questions about EAA
services and member benefits.
Ron Wagner, EAA's manager of field
relations, will conduct forums on a va
riety of sport pilot-related topics at the
EAA Southwest Regional Fly-In (The
Texas Fly-In) in Hondo Texas, June 1-2;
the Rocky Mountain EAA Regional Fly
In at Denver's Front Range Airport Gune
22-24); the Golden West EAA Regional
Fly-In, Marysville, California Gune 29
July 1); and the Arlington Northwest
EAA Fly- In , Arlington, Washington
Ouly 11-15). All of the EAA regional
events will also feature displays by vari
ous light-sport aircraft manufacturers.
Those are all a prelude to the big show,
EAA AirVenture Oshkosh 2007 Guly 23
29), which will again feature the EAA
LSA Mall displaying many of the latest

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38

MARCH 2007

light-sport aircraft on Wittman Road

south of AeroShell Square. A team of
EAA sport pilot experts will staff the tent
at the LSA Mall to answer any and all of
your questions, plus a wide variety of
sport pilot forums are scheduled.
Check www.EAA.org/avlinks/f/yins.
html for more information on na
tional and regional events, and www.
EAA .org/ events/index.htmi for local
events and chapter fly-ins.

SWRFI to Welcome Gene Kranz,

Hero of Apollo 13 Mission

Gene Kranz served as lead flight direc

tor for the Apollo 13 lunar mission.

Aerospace icon and a hero of the

ill-fated Apollo 13 lunar mission ,
Eugene F. "Gene" Kranz will be the
honored g u est at this year's EAA
Southwest Regional Fly-In (SWRFI),
slated for June 1-2, at the Hondo Mu
nicipal Airport, Texas. Kranz served
as lead flight director of the aborted
April 1970 mission and played a cru
cial role in safely returning its crew to
Earth after an oxygen tank exploded
and crippled the spacecraft shortly af
ter launch from Cape Canaveral.
His reso urc efulness and leader
ship was instrumental in saving the
Apollo crew and infused NASA with
a sense of pride and accomplishment,
which led to the development of the
space shuttle.
The Apo llo 13 mission was im
mortalized in a smash hit movie in
1995. Actor Ed Harris' portrayal of
Kranz earned him an Academy Award
nomination. Kranz is credited with
the phrase, "Failure is not an option,"
which is also the title of his 2000 book,

Failure Is Not an Option: Mission Control

from Mercury to Apollo 13 and Beyond.
For more information, visit www.
5WRFI.org.

Membershi~ Services
VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND

THE
EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION

OFF ICERS
Pres ident
Geo ff Robi so n

1521 E. MacG regor Dr.

New Ha ven . IN 46774
260-493 -4 724

chie(7025@aol.com

Vice-President
George Daubner
2448 Lough Lane
Hartford, W I 53027
262-6 73-588 5
vaaf1ybo)'@,ns" .(om

Secreta ry
Steve Nesse

Treasurer
Charl es W. Ha rris

2009 Highland Ave.

Albert Lea, M N 56007
507-373 - 1674
slfles@cieskmedia.com

72 15 East 46th 51.

Tulsa, OK 74 147

9 18-622-8400

cwh@ hv5U.CO Ill

DIRECTORS
Steve Bend er
8S Brush Hill Road
Sherborn , MA 0 1770
508-653755 7

Jea n nie Hill

P.O. Box 328

Harvard, IL 6003 3-0328

815-9 43-7205

ss t 100comcas t.ll et

dillghao@v wc. f1 et

Dav id Bennett
375 Ki lldeer Ct
Lin coln, CA 95648
91 6-645-8370
(lntiquer@inreach.com

Espie " Bu tch " Joyce

704 N . Regional Rd .
Greensboro, NC 2 7409
336-668-3650

Jo hn Berendt
7645 Echo Point Rd .
Cannon Falls, M N 55009
507-2 63-2414
mjbfchld@rcot1l1f'ct.co m
Da ve Clark

635 Ves ta l Lan e

Plainfi eld, IN 46 168
317-839-4500
da vecpd@;ques t ,l1et
John 5. Copeland
l A Deacon Street
North borough, MA 0 1532
508-393-4775
(opeland l@junu,cum
Phi! Coulson

2841 5 Spri ngbrook Dr.

Lawt on, M I 49065

269-624-6490

rcou/soIIS 16(}cs .com

Da le A. Gustafson

7724 Shady Hills Dr.

In dianapoli s, IN 46278

3 17-293-44 30

dalefa ye@msll .col1l

w i lldsock@aol .(om

Steve Krog
1002 Heather Ln.
Hart ford, W I 5302 7
262-966- 7627

Directory

EAA Aviat ion Center, PO Box 3086, Oshkosh WI 54903-3086

Ph one (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vintageaircra(t.olg, www.airvenhlre.org, www.eaa.org/memberbenefits

E-Mail: vintageaircra(t@eaa.org

EAA and Division Membership Services

Flyi ng Start Progra m . ... . .. .... . 920-426-6847
800-843-3612 ... . .. . ...... FAX 920-426-676 1
Library Services/Resea rch .. .... .. 920-426-4848
(8:00 AM-7:00 PM
Medical Questions........ . . .... 920-426-6112
Monday- Friday CST)
Technical Counselors .... ... .. . . 920-426-6864
- ew/renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
Young Eagles .. ... .. ... .... .. .. 877-806-8902
National Association of Flight Instructors
Benefits
(NAFI)
AUA Vintage Insurance Plan ..... 800-727-3823
- Address changes

EAA Aircraft Insurance Plan ..... 866-647-4322

- Merchandise sales

Term Life and Accidental .. . . . . . . 800-241-6103

- Gift memberships

Death Insurance (Harvey Watt & Company)

EAA Platinum VISA Card .. 800-853-5576 ext. 8884
Programs and Activities
EAA Aircraft Financing Plan . . . . 866-808-6040
EAA AirVenture Fax-On-Demand Directory
EAA Enterpri se Rent-A-Ca r Program
.. .... ..... . . .. . . ....... ..... 732-885-67 11
.. . . . . .. . . . . . . . .... . . . . .. . 877-GA1-ERAC

Auto Fuel STCs . . ....... ... ... . 920-4 26-4843

Editorial . . . .. ....... .... ..... . 920-426-4825

Build/restore infonnation .. . ..... 920-426-4821

Vintage... ............. . .. FAX 920-426-6865

Chapters: locating/organizing .... 920-426-4876

- Submitting article/photo
Education .. ... . .... . . ......... 888-322-3229
- Advertising information
- EAA Ai r Academy
- EAA Scholarships
EAA Aviation Foundation
Flight Advisors information . .. . .. 920-426-6864
Artifact Donations ... ...... .... 920-426-4877
Flight Instructor information . . . .. 920-426-6801
Financial Support. . . . . . . . . . . .. 800-236-1025

sskrog@aol .(olll

Robert D. I'Bob" Lum ley

1265 Sou th 124th St.
Brookfield, WI 53005
262-782-2633
Illmper@execpc.colll

Ge ne M orris

5936 Steve Court

Roanoke, TX 76262

8 17-49 1-9 11 0

gellem orris@Cil arter.llct

Dean Richa rdson

1429 Kings Lynn Rd
Stought on, WI 53 589
608-877-8485
da r@aprilaire.co m

S. H. "Wes" Schmid

2359 Le feber Aven ue

Wauwatosa, WI 5321 3
414-77 1- 1545
shscJ/mid@milwpc.com

DIRECTORS

EMERITUS

Gene Chase
2 159 Ca rlton Rd .
Oshkosh, W I 54904
920-23 1-5002

E.E. " Buck" Hilbe rt

8 102 Leech Rd.

GRCHA @cizarter.llet

buck7ac@dls.lIet

Unio n, IL 601 80
8 15-923-4591

Ronald C. Fritz

15401 Sparta Ave .

Kent City, MI 49330

6 16-678-5012

MEMBERSHIP INFORMATION

EAA
Membership in the Experimen tal Aircraft
Association, In c. is $40 for on e year, incl ud
ing 12 issues of SPORT AVIATIO N. Fami ly
m embership is an additi onal $10 annua lly.
Juni o r Membe rship (u nd er 19 years o f age)
is ava ilable at $23 annua lly. All ma jor credit
cards accepted for membership. (A dd $16 for
Foreign Postage.)

EAA SPORT PILOT

C ur rent EAA membe rs may add EAA
SPORT PILOT magazin e fo r a n addi tional
$20 per year.
EAA Membersh i p a n d EAA S PORT
PILOT magazine is ava il ab le for $40 p er
year (SPORT AVIA TION m agazin e not in
cluded). (A dd $16 for Foreign Postage_)

VINTAGE AIRCRAFf ASSOCIATION

C urr e n t EAA m embers ma y join t he
Vintage Aircraft Assoc ia tion a nd receive
VINTAGE AIRPLANE m agazine for an ad
ditional $36 per year.
EAA Membe rship, VI NTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magazin e not in
cluded). (A dd $7 for Foreign Postage.)

lAC

Current EAA member s may join t he

In t erna tio n al Aerobatic Club , Inc. Divi
sion and rece ive SPORT AEROBATICS
magazin e for an a ddition al $45 per year.
EAA Membership, SPOR T A EROBA T
I CS magazi n e and one year membersh ip
in th e lAC Divisio n is available for $55
pe r y ear (SPORT AVIA TION magazi n e
no t in c lu d e d). (A dd $ 18 for Fore ig n
Postage)

WARBIRDS
Curren t EAA m em bers may join the EAA
Warbirds of America Division and receive
WARBIRDS m agazine for an addition al $45
per year.
EAA Membe rship, WA RBIRDS m aga
zine and o n e year m e m bership i n t he
Warbirds Division is avail able for $55 per
year (SPORT AVIATION magazine not in
cluded). (A dd $7 for Foreign Postage_)

FOREIGN MEMBERSHIPS
Please su bmi t you r remi t tance with a
ch eck o r draft d rawn on a Un ited St at es
ban k payable in United States dollars. Add
requi red Foreign Postage amount for each
membership.

rFrit z@pa tllwaYllet.co l11

Membership d ues to EM and its divisions are not tax ded uctible as charitable contributions
Copyright 2006 by the EM Vintage Aircraft Association. All rights reserved.
VINTAGE AIRPLANE (USPS 062-750: ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association 01 the Experimental Aircraft Association and is published monthly at EM Avia
tion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,

is $36 per year for EM members and $46 for non-EM members. Period~ls Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane.
PO Box 3088, Oshkosh, WI 54903-3088. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services. Station A. PO Box 54. Windsor, ON N9A 6J5, e-mail: cpcreturns@Wdsrnail.com. FOR
EIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee
or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: 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 remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLAN E, PO Box 3086, Oshkosh, WI 54903 -3086. Phone 920-426-4800.
EM and EAA SPORT AVIATION, the EM Logo 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.

VINTAGE AIRPLANE

39

BELLANCA 260
continued from page 18
the seats were worn in the hydraulic
power pack. Also, the over-center ad
justments on the main gear legs were
out of tolerance, so it's nothing short of
a miracle that I didn't have them fold
on a landing. Or both of them could
have folded while I was under it."
When he finally got the airplane
back up on its gear, it was time to as
sess the damage.
"The right 'toilet seat lid,' the right
gear doors, were damaged, as was the
left aux tank vent. My IA and I were
concerned with the attach points for
the right horizontal stab, as that had
a lot of weight on them. I called Tom
Witmer and sent him some digita l
photos of the damage, and we deter
mined that the airplane was ferriable.
So, I flew it up to Tom's shop in Penn
sylvania for him to do the repairs.
"Tom found that the horizontal tail
spar on the right side was bent, which
turned out to be a major deal. The spar
is an oval piece of tubing, which was
formed in-house by Bellanca and im
possible to repair. So, we had to find
another stab. Tom scrounged around
and had to get two of them, as the first
one had a deformed spar as well.
"Fixing the crushed tank vent was
a trick, too, because the tank had to
come out, which meant a lot of cut
ting, whittling, glueing scarf joints
and a sizable amount of refinishing."
Now that the airplane is finished,
even after all of this work, John still
doesn't know the correct factory des
ignation for it.
"These airplanes have a bit of an
identity crisis: the sales brochures just
say 260, and the dataplate says 14-19
3. Some literature refers to it as the last
of the Cruisemasters. In 1964, when
the airplanes got the single tail, the fac
tory eventually labeled them Vikings.
Of course, regardless of the factory
designation, the jokesters refer to my
airplane as a 'termite trainer' or 'card
board Connie.' I refer to it as a '260.'"
Regardless of what's it's called,
John's no-name airplane is a beauty,
and hopefully, all of his aggravations
are in the past.
.......
40

MARCH 2007

Something to

buy,

sell , or trade?

Classified Word Ads: $5.50 per 10 words , 180 words maximum , with
boldface lead-in on first line.
Classified Display Ads: One column wide (2.167 inches ) by 1 , 2 , or
3 inches high at $20 per inch. Black and white only, and no frequen cy
discounts.
Advertising Closing Dates: 10th of second month prior to desired
issue date (i.e ., January 10 is the closing date for the March issue). VAA
rese rves the right to reject any advertising in conflict with it s policies.
Rates cover one insertion per issue . Classified ads are not accepted via
phone. Payment must accompany order. Word ads may be sent via fa x
(920-426-4828) or e-mail (c/assads@eaa.org) using cred it card payment
(all cards accepted ). Include name on card , complete address, type of
card, card number, and expiration date. Make checks payable to EAA.
Address advertising co rrespondence to EAA Publications Classified Ad
Manager, P.O. Box 3086, Oshkosh , WI 54903-3086.
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www.aircraftnotes.com : A i rcraft
review! Researc h and Contri bute
know ledge about aircraft. What kind
of experiences have been had by
others with a specific aircraft? Add
your comments on aircraft here
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