VA-Vol-37-No-10-Oct-2009

GEOFF ROBISON PRES IDENT VINTAGE AIRCRAFT ASSOCIATION

Where did my summer go

Fall has arrived in the Midwest and our summer has slipped away from us Where did it go It seems as though it was only a few short weeks ago I

was all excited about what I thought would be a spring and summer full of travel new opportunities and more aviation in my life Then the bluntshyness of my real life and its responsishybilities ran me over like a truck

For an abundance of reasons I dont ever get everything on my bucket list crossed off during each seashyson of flying How about you Even after what I believe to be careful planshyning and a real attempt to engage myshyself in the activities or events I plan to attend I always seem to come up short Oh well 2010 may prove to be a new beginning for my aviashytion dreams This is not to say that I had a lousy summer-I did finally get that ever-elusive P-S1 Mustang ride I always promised to treat myself to Thanks Jimmy it was a real hoot

So far this year I spent about five weeks on the B-17 tour a wonderful volunteer experience This is always a grand experience that involves spendshying time with old friends and I get to make a number of new friends along the way I have always said that I am a most fortunate individual to count so many good friends all over this counshytry I cant make this statement withshyout again thanking the EAA for all of the opportunities it has placed at my feet over these many years to make this possible

But as is normally the case friends will come and friends will go I was reshy

cently shocked and deeply saddened to hear of the loss of my contemshyporary from the International Aeroshybatic Club (lAC) Vicki Cruse was a good friend and a strong leader for the lAC She was an extremely effecshytive president of the lAC and her loss will affect not only the aerobatic comshymunity but also EAA and all of its divisions She was a wonderful lady and an awesome competitor and my heart goes out to her many close friends and family members who will certainly miss her Most of all I wi ll miss her wonderful smile

Your Vintage Aircraft Association board of directors will be meeting again in Oshkosh in mid-October We are already deep into the planning of EAA AjrVenture Oshkosh 2010 In the aftermath of a wildly successful 2009 event we are working hard to make the 2010 event the best yet Be asshysured we have already received comshymitments to host a number of special arrivals next year Its going to be anshyother great one Along with the sucshycess we dont always get it right each year and it gets pointed out to us that we need to do better in some areas We are listening very carefully and we are committed to responding to each of these challenges

Your board of directors has a long list of sub-committees and volunshyteer chairmenchairwomen who will be dealing with these challenges throughout the planning process with the clear goal of making your exshyperience at AirVenture an enjoyable family-oriented event I hope to see each of you at the 2010 show

With regard to our finances your Vintage Aircraft Association is curshyrently on firm ground Like everyone we are experiencing increasing opshyerational costs and we are reacting to these relatively new challenges During the 2009 convention the volunteer leadership created a new sub-committee that has launched a renewed effort to improve our finanshycial outlook to better manage these increases as they develop I am happy to report that excellent progress has already been made to develop new income streams in the area of nonshydues revenue Like most associations dues typically make up only a small percentage of the revenue needed to operate This development comshymittee is working primarily on conshycepts that will attract new members as well as develop new member benshyefits to strengthen our renewal rates I will keep you posted on our progress throughout the current fiscal year

As always please do us all the fashyvor of inviting a friend to join the VAA and help keep us the strong asshysociation we have all enjoyed for so many years

EAA AirVenture Oshkosh 2010 The Worlds Greatest Aviation Celeshybration is July 26 through August l

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

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

have it all A~

OCT 0 B -E R VOL 37 No 1 0 2009

CONTE TS I Fe Straight amp Level

Where did my summer go by Geoff Robison

2 News

4 AeroMail

6 Sparkys Notebook Hello Oshkosh Some of the highlights of the VAA area during EAA

AirVenture Oshkosh 2009 by Sparky Barnes Sargent

18 My Favorite Ride A great treat neighbor to neighbor by Lorraine Morris

20 Light Plane Heritage Dwight Hun tington and the H-l Ligh tplane by Jack McRae

24 Stearman Flight The inaugural EAsT certified

Stearman Formation Clinic flies over St Louis by Don Parsons

28 The Vintage Mechanic STAFF Materials amp Processes Part I

EAA Publisher Tom Pobereznyby Robert G Lock Director of EAA Publications Mary Jones Executive DirectorEditor HG Frautschy

32 The Vintage Instructor ProductionSpecial Project Kathleen Witman Risk management Photography Jim Koepnick by Doug Stewart Bonnie Kratz

Advertising Coordinator Sue Anderson Classified Ad Coordinator Lesley Poberezny

by HG Frautschy 34 Mystery Plane

Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw

39 Classified Ads Displav Advertising Representatives Specialized Publications Co US Eastern Time Zone-Northeast Ken Ross 609-822-3750 Fax 609middot957middot5650COVERS kr40comcastnet

FRONT COVER By golly heres something you dont see every day - the replica DH88 Comet racer flown by Robin Reid in formation with the Com per Swift brought across the US Eastern Time ZonemiddotSoutheast Chester Baumgartner

727middot532middot4640 Fax 727middot532middot4630Pacific by Roy and Primrose Fox and flown by David Grieg Both airplanes were on display cbaum111mindspringcom

in the Vintage parking area during EAA AirVenture Oshkosh 2009 For more on the annual flymiddotin and convention see the article starting on page 6 EAA photo by Jim Koepnick EAA US Central Time Zone Gary Worden and Todd Reese photo plane piloted by Bruce Moore 800middot444middot9932 Fax 816middot741middot6458

garywordenspcmiddotmagcom toddSpcmiddotmagcom

BACK COVER Watercolor artist M Randall Mytar has been kind enough to share a few of US Mountain and Pacific Time Zones John Gibson his prints with us during past years and his latest he d like members to see is this fancimiddot 916middot784middot9593 Fax 510middot217middot3796 ful scene of the Ryan NYP The Spirit of St Lou is as it might have appeared in a Ryan johngibsonspcmiddotmagcom

Airl ines hangar Randall lives in Sherman Oaks California Known internationally as an Europe Willi Tacke architectural designer and illustrator he is also renowned for his classic automobile artmiddot Phone +49(0)1716980871 Fax +49(0)8841 496012 work Mytar can be reached at 818middot789-7719 willifyingmiddotpagescom

VINTAGE AIRPLANE

Preserving the Vintage Fleet Vintage DER application process checklist now available

Interested in becoming apshypOinted as a vintage designated engineering represen ta ti ve (VDER) to help with the unique challenge of preserving the vinshytage fleet A new checklist creshyated by EAA and the FAA will help with the application process and its now available through the Vintage Aircraft Association (VAA) website at www Vintage Aircraftorg Since the VDER desshyignation was announced by the FAA during this years EAA AirVenshyture Oshkosh a number of memshybers have expressed a desire to apshyply for appointment as a VDER

Some of those members have asked what the next step is in the process to become a VDER the checklist outlines the proshycess and all of it is overseen by the FAA The most important asshypect of the application process is to read FAA Order 8IOO8C lts rather dry but the applicashytion process is actually contained in that document (see Chapter 4) Also as stated in the openshying paragraphs of Chapter 4 you should contact the FAA stating your interest in the program In the case of the VDER program you should contact David Swartz or Kevin Kendall as noted on the second page of the checkshylist The process is identical for the previous DER program if youre already a DER then you can work directly with your curshyrent aircraft certification office and either David or Kevin to add the VDER designation If youve never been a DER (and most of the folks expressing interest in the VDER program are not yet a DER) then the entire DER applishycation process must be followed

The outlinechecklist is 10shy

2 OCTOBER 2009

cated here www VintageAircraft orgderder _checklistpdf

Keep in mind that this proshygram is run entirely by the FAA and all matters related to apshypointments as VDERs are at the FAAs discretion The VDER desshyignation is simply an addition to an already existing program within the FAA and all proceshydures and policies in place for the DER program will also apply to VDERs

Were pleased to see so much interest in the program and we appreciate the willingness of the FAA to add this designation to the DER program We look forward to hearing back from the FAA when its first group of VDERs is appointed

Changes Proposed for Pilot Flight Instructor Rules

The FAA has issued a notice of proposed rulemaking (NPRM) for changes to rules governing certishyfication of pilots flight instrucshytors and pilot schools Accordshying to the FAA the reasons for these revisions include changing aviation technologies recent reshysearch findings and a rededishycated focus on ensuring that pishylots have adequate training and qualifications to operate safely in the national airspace system

The proposals include requirshying pilot-in-command (PIC) proshyficiency checks for pilots who act as PIC of Single-piloted turbojetshypowered airplanes allowing pilot applicants to apply for a private pilot certificate and an instrument rating simultaneously and making allowance in the rule to provide for the issuance of standard US pilot certificates on the basis of an

international licensing agreement between the FAA and a foreign civil aviation authority (such as in

place with Canada) The FAA is also proposing that

pilot schools can use Internetshybased training programs withshyout requiring a physical groundshytraining facility The FAA is also proposing to allow pilot schools and provisional pilot schools to apply for a combined private pishylot certificate and instrument ratshying course In addition the FAA proposes revisions to the definishytion of complex airplane

Public comments must be submitted to the FAA on or beshyfore November 30 2009 Inshystructions on submitting a comshyment are contained within the NPRM To access the NPRM and the link visit wwwEAAorg news20092009-09-03_nprmasp

VAA Election Results During the annual membershy

ship meeting of the Vintage Aircraft Association President Geoff Robison reported a total of 89 ballots were received and counted by Secretary Steve Nesse and himself (The officers not up for election are asked to total the vote tally) The following offishycers and directors were elected to two-year terms

OFFICERS Vice President George Daubshy

ner Treasurer Charlie Harris

DIRECTORS David Bennett Jerry Brown John S Jack Copeland Phil Coulson Dale Gustafson Dan Knutson Wes Schmid

Minutes of the VAA annual membership meeting are avail shyable upon written request

VAA Hall of Fame Induction The Experishy

mental Airshycraft Assoshyciation will recognize the

contributions of six aviators

on October 16 as it inducts them

into the EAA Hall of Fame during a

banquet at the EAA Aviation Center

The six aviators represent the specshytrum of aviation wi thin the EAA membership and have achieved noshytable successes within their parshyticular realm of flight Among

them will be keynote speaker Bob Hoover the 2009 International Aerobatic Club inductee who is one of todays most notable aviashytors with accomplishments in the military as a test pilot and as a legendary air show performer

Other inductees include Lance Neibauer (Homebuilders) the late Stephen Pitcairn (Vintage Airshycraft Association) George Baker (Warbirds of America) Roy Pinner (Ultralights) and Paul Sanderson (NAFI-Flight Instruction)

This years six inductees join othshyers who have made a remarkable contribution to the aviation comshymunity said Tom Poberezny EAA chairman and president Their inshyclusion into the EAA Hall of Fame is not only a testament to their passion and determination but also an inshyspiration to the rest of us of the posshysibilities within the world of flight

The public is invited to attend and participate at the EAA Hall of Fame induction dinner Tickshyets and additional inductee inshyformation are available through EAAs secure website at wwwEAA orghalloffame

continued on page 38

CALL FOR VAA HALL OF FAME NOMINATIONS

Nominate your favorite aviator for the EAA Vintage Aircraft Association Hall of Fame A huge honor could be bestowed upon that man or woman working next to you on your airplane Sitting next to you in the chapter meeting or walking next to you at EAA AirVenture Oshkosh Think about the people in your circle of aviation friends the mechanic photographer or pilot who has shared innumerable tips with you and with many others They could be the next VAA Hall of Fame inshyductees-but only if they are nominated

The person you nominate can be a citizen of any country and may be living or deceased and his or her involvement in vintage aviation must have occurred between 1950 and the present day His or her contribution could be in the areas of flying design mechanical or aerodyshynamic developments administration writing some other vital and relevant field or any combination of fields that support aviation The person you nomishynate must be or have been a member of the Vintage Aircraft Association and prefshyerence is given to those whose actions have contributed to the VAA in some way perhaps as a volunteer a restorer who shares his expertise with others a writer a photographer or a pilot sharing stories preserving aviation history and encourshyaging new pi lots and enthusiasts

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

bull Think of a person think of his or her contributions

bull Write those contributions in the various categories of the form

Write a simple letter highlighting these attributes and contributions Make copies of newspaper or magazine artishycles that may substantiate your view

If you can have another person complete a form or write a letter about this person confirming why the person

is a good candidate for induction Mail the form to VAA Hall of Fame Charles W Harris Chairman 7215 East 46th St Tu lsa OK 74147

Remember your contemporary may be a candidate nominate someone today

Find the nomination form at www VintageAircraftorg call the VAA office for a copy (920-426-6110) or on your own sheet of paper simply include the followshying information

bull Date submitted bull Name of person nominated bull Address and phone number of nominee bull Date of birth of nominee If deceased date

of death bull Name and relationship of nominees closshy

est living relative bull Address and phone of nominees closest

living relative bull E-mail address of nominee bull Time span (dates) of the nominees conshy

tributions to aviation (Must be between 1950 to present day)

bull VAA and EAA number if known (Nominee must have been or is aVAA member)

bull Area(s) of contributions to aviation bull Describe the event(s) or nature of activishy

ties the nominee has undertaken in aviashytion to be worthy of induction into the VAA Hall of Fame

bull Describe achievements the nominee has made in other related fields in aviation

bull Has the nominee already been honored for his or her involvement in aviation and or the contribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received

bull Any additional supporting information bull Submitters address and phone number

plus e-mail address Include any supporting material with your

petition

VINTAGE AIRPLANE 3

SEND YOUR COMMENTS AND QUESTIONS TO VAA LETTERS TO THE EDITOR

PO Box 3086 OSHKOSH WI 54903-3086

OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg

1OOLL Issues Robert Locks article in the Aushy

gust 2009 Vintage Airplane (liMy Thoughts on Radial Engines) was interesting I have been flying Cessna 195s for 30 years with the Jacobs engine and can appreciate the technology improvements the Jacobs had over the older radials and the improvements that are still being made to the Jacobs engine The reason he is having trouble with 100LL is that the lead presshyent in 100LL is four times higher than in 8087 which has only 05 grams per gallon 100LL was an outgrowth of the old 100130 that usually had 3 grams per gallon By refining changes limiting the lead to 2 grams per gallon and adding toluene the new 100LL meets the 100130 fuel specification It can be used in engines designed for 8087 but often not without lead fouling problems So the chemical deposits Robert is seeing in the combustion chambers of his engines are subshystantially the result of the high lead content in 100LL

I saw exhaust valve leakage and valve guide problems on my Cessna 195 jump after 8087 became unshyavailable Many folks feel Marvel Mystery Oil added to the fuel helps keep the lead from forming hard deposits MMO is essentially a solshyvent with wintergreen added and is not an approved additive by the FAA TCP is another additive which helps prevent lead deposits and is approved I personally never found that either of these additives re-

OCTOBER 2009

duced my exhaust valve problems Recently steel exhaust valve seats

were approved and have became available on the Jacobs engines reshyplacing the aluminum bronze seats which seemed to be more suscepshytible to lead deposits sticking to them I had the conversion installed on all my cylinders after only 200 SMOH because of extensive exhaust valve and guide problems So far afshyter 140 hours the results look good but time will tell if this solves our valve problems

Keep them flying David Cole Willis Texas

Design Check for a Major Alteration

I was greatly interested in Robert Locks article in the May 2009 Vinshytage Airplane Some Thoughts on Restoration and Airworthiness It made me wish that an article like this by an experienced master like Bob had been published 30 or 40 years ago Bob has magnificently clarified some of the machinations of the apshyproving administrations-the FAA and in Canada Transport Canada

I did think that Bob was forced to take some unnecessarily difficult and perhaps risky load testing proshycedures to verify the structural adshyequacy of an airplane for an engine swap There are perhaps easier solushytions in this the computer age

I should mention that in the 1970s I restored a 1933 Waco and as the W670 220-hp Continental was barely over the original apshy

proved 210-hp engine in weight and horsepower the authorities in my country easily approved the engine substitution as typically allowed in the FAA 337 forms for similar aircraft

Not so when in the 1990s I launched on a similar but maybe slightly more daunting project a 1929 Fokker Super Universal At the outset I figured the engine swap from the original PampW R1340 Wasp C to the later and more reliable R1340 Wasp S3H1 would be a simshyple 20-minute field approval Alshythough the engine specs indicated the horsepower would be upped from 420 to 550 by controlling the rpm with an authentic fixedshypitch ground-adjustable prop I could keep the power down to 450 which had been okayed in field apshyproval paperwork from the 1930s

With the airplane 99 percent comshyplete the engine running and only the paperwork to finish I was advised by the authorities that this wouldnt do I was reqUired to provide a design check on the front fuselage frame for the increased weight torque and thrust of the later engine for the limshyiting horsepower of 450 Yuck

I chose to get some advice from my local DER (deSignated engineershying representative) We decided to use the design criteria established in an earlier document as being most appropriate-we chose US Departshyment of Commerce Bulletin 7 A as published in 1934 (You can downshyload copies of it at wwwAirwebFAA gov-look under Aeronautical Bulshyletins) Where FAA Part 23 now reshyquires limit load factors of 38 for normal category and 60 for aeroshybatic category the Bulletin 7 A limit load was mathematically derived as a function of power loading in our Fokker the limit load factor became 42-not much different

I should mention that limit loads require a further safety factor of 15 against yielding or failure of the steel

The engine thrust was derived in easy calculations seen in Dick Hisshycoxs (the DH Beaver designer) text Lightplane Design Another valushy

4

GRAVITY LOADS APPLIED TO FRONT FRAME Loads to be multiplied by N=42 for analysis

MEMBER NOTATIONS

able book was Analysis and Design of Flight Vehicle Structures by EF Bruhn Both texts are probably part of a DERs library

The complex tubing structure was plotted and entered into the computer analysis using software called Multiframe 3D The very hard part of the analysis laborishyously done so many years ago with pencil and slide rule had been the resolution of forces along the many paths and directions of the tubular structure This was resolved in secshyonds by computer I include comshyputer diagrams showing the memshybers for one of the loading cases After the loading cases for weight thrust and torque were spit out by the computer these were entered in a spreadsheet containing the 21 members with their lengths sizes and capacities as compression colshyumns or tension members

Wonderful-the engineering calshyculations showed the fuselage was capable of carrying the new engine

Without getting into the comshyplexities of the computer and papershywork analysis I would say that this approach is much easier safer and more appropriate than the static load test which Bob agonized over for his reported four and one-half years I admit I agonized and fussed over my situation for nine months before being granted approval The procedures are not dead easy and require the help of an engineer and preferably a DER familiar with airshycraft design requirements

Lwould caution that the landing gear loads are derived from differshyent calculations entirely unrelated to engine swaps The loading of tail ballast on the other end of a landshying gear pivot to amplify a down load on an engine mount could reshysult in overload of the landing gear

The computer makes simultashyneous solutions of all members assuming linear deformations of members and precise section propshyerties A more accurate analysis is possible than in 1928 due to the many redundant members in the truss having to be solved separately

loads in KIPS

when done by hand Some check analysis was done by hand (nonshycomputer) to verify

One further caution As more engine weight is installed and balshyanced by tail ballast the moment of inertia in pitching movement beshycomes greater All this added weight out at the extremities of the airplane reduces the control response of the elevators I think this is particularly noticeable when power-off and rounding out for landing

As more and more artifacts are pulled out of bushes and barns which require dependable engines this situation described by Bob Lock

will come up Hopefully the comshyputer age can be employed to make these engine swaps safe and easy Please dont call me for detailed help on this as every case is different and it requires an engineer at close proximity to your airplane and its problems to be able to analyze it

I only came to meet and know Bob Lock in the 2003 National Air Tour and found him to be a superb pilot and mechanic and a real genshytleman I thank him for his many informative articles

Sincerely Clark G Seaborn Calgary Alberta Canada

VINTAGE AIRPLANE 5

Captions and photos by Sparky Barnes Sargent Photos by HG Frautschy are noted

Above The new Vintage Hangar peeks out between the trees in the VAA area which has been newly reconfigured opening up the front lawn to be more open with plenty of room for displayshying aircraft and hosting the new Vintage in Review program

Left An EAA Seaplane Base volunteer reels in a fish as a J-3 Cub casts its golden reflection across the lake (She released the fish after catching it)

VINTAGE AIRPLANE 7

Jerry Langley and Ed Kale (VAA member) of Matshythews North Carolina were all smiles on a rainshy

soaked Wisconsin day and for good reason They were proudly standing under the protective wing of their 1941 Aeronca 65shyCA Super Chief which they finshyished restoring earlier this year The restoration took them eight years on and off The first year or so they concentrated on buildshying new ribs and spars But then they took a hiatus for a couple of years according to Ed and then worked especially hard for the past two years Jerry made the first flight in the plane this March says Kale As far as climb-out that thing went like a

scalded rabbit We were in a Cessna 172 chase plane and we couldnt get as high as he did as fast as he did When asked why they were inspired to acquire the Super Chief Langley quickly responds with a hearty laugh Well

its our age Actually it s a little bit younger We were looking for a younger girl so we found one Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project They also fly with the Civil Air Pa shytrol and have been coming to Oshkosh for about 15 years As for the Super Chiefs future Kale smiles broadly as he proshyclaims Were going to fly the wheels off of it Shes not a hangar queen

John Hupe of Wamego Kansas has been coming to Oshkosh in N2123V his 1948

Cessna 120 since 1975 He first soloed in a Cessna 150 in 1968 while he was in navigashytor school in the Air Forceshythe aero club at McClellan Air Force Base rented the plane for $350 an hour wet Hupe says its the people who keep him coming to AirVenture And then theres always something new and unusual here The week gets away reshyally fast-we like to go to the seaplane base one day and on a rainy day we go over to the museum and we do take in some of the forums

Another important aspect of the show for him is the family atmosphere We even brought my 87-year-old mother to the show two years ago and she enjoyed it Hupe recalls Each of my three sons started coming when they were about 3 years old Now one of my sons Brian flies an Aeronca Champ and another son Jason flies a Chief And the other son Kevin wants to fly

Hupe has inspired his family and friends to become interested in aviation and he started giving rides to folks many years ago Some of them went on to get their private certificate He says with a pleasant smile I really love flying and if 1can impart that to other people thats rewarding

8 OCTOBER 2009

Brothers Ryan and Cory Johnson of Dodgeville Wisconsin are only in their 20s but theyve already been coming to Oshkosh for 25 years They are the third generation of aviators in their family and theyve been helping their father restore several airplanes throughout the years Ryan just earned his airframe and powerplant certificate Cory is currently working on his flight instructor certificate

and nurturing a dream to become a competitive aerobatic air show pilot The brothers are obviously hooked on aviation and with good-natured laughter they explain that theyve had the conversation at times about what our lives would be like without aviation-and we cant imagine it Its all we do is work on airplanes Thats the center of our lives

So it isnt surprising that they are bubbling over with enthusiasm when they explain their attraction to AirshyVenture We just cant wait to come back It it just builds every year from winter into spring and you talk to people about the projects theyre working on and if they will be here this year Its the anticipation of whos going to be here and whos going to be flying whatThis year they were at the fly- in with N4469H a gleamshying 1948 Piper PA-15 Vagabond that they restored from the ground up for owner Donal Halloran of Marshshyfield Wisconsin It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955)

Steve Rusinowski of Royal Oak Michigan started flyshying hang gliders in 1978 And when he isnt flyshy

ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair He was interested in the Luscombe he says I just always wanted to try a taildragger and somebody we know who is based near us has an 8A So I got some dual with him and it was fun If I need to

get somewhere I fly my Glasair-thats the traveling machine and I fly it IFR I bought it here about six years ago Rusinowski has been coming to AirVenture about six of the last 10 years and its primarily the airplanes that keep

him coming The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders theyve got the warbirds the ultralights and the light sport Everybodys welcome and its so well run and organizedshythat s the key Its aviation people and everybodys having fun-even in the rain

VINTAGE AIRPLANE 9

good friend and experienced pilot Brian Van Wagnen to help him meet that challenge

Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard

DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked

Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun

N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this

plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying

10 OCTOBER 2009

Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even

under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois

5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry

Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in

1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri

VINTAGE AIRPLANE 11

Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California

Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake

12 OCTOBER 2009

Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida

Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This

pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue

From polished to painted there was an excellent showing of Swift aircraft this year

N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances

VINTAGE AIRPLANE 13

The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949

This 1943 Stinson V77 was a handshysome addition to the vintage flightshy

line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year

Brilliant purple with bright red trim set this 1952 170B apart from

its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington

14 OCTOBER 2009

Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to

the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue

VINTAGE AIRPLANE 15

This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri

Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy

craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion

16 OCTOBER 2009

This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in

The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas

VINTAGE AIRPLANE 17

Wading the title you may

think I am talking about my favorite airplane to fly In fact it is the most

emorable ride I ever gave in an airplane

We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission

My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them

18 OCTOBER 2009

BY LORRAINE MORRIS

we call them kiwi lots) contain a mixture of pilots and non-pilots

As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride

The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood

fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot

Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking

When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some

warm clothes and took it around the patch just so he could say he had flown it too

We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time

It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint

Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go

After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it

didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane

Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures

When I thought that Bills face

was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit

We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it

VINTAGE AIRPLANE 19

Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988

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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE

BY J ACK McRAE

Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine

In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown

Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The

Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute

While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck

Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF

20 OCTOBER 2009

Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery

Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease

Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time

The following is excerpted from A erial Age January 31921

The Huntington Motorcycle Engined Monoplane

liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means

In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety

The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder

It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs

Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane

can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate

There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim

liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller

liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size

The ordinates of this wing for a 54-inch chord are given in the table below

With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design

IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load

Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties

Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour

VINTAGE AIRPLANE 21

General Dimensions Wingspan 20 feet

Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds

1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy

ity)375 =50 x 52375 =7 hp required at the propeller

Wings liThe wings are built up in the conventional manner

of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce

liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction

22 OCTOBER 2009

liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts

liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel

For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles

Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy

mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc

Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable

liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required

Undercarriage An undercarriage of conventional form is fitted to two

well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches

liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance

Empennage liThe stabilizer and elevators are built up as flat plates

covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI

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The inaugural EAST certified Stearman Formation Clinic flies over St Louis

Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training

The training was being conshyducted by Stearman Flight an organization dedicated to enshy

24 OCTOBER 2009

BY D ON P ARSONS

Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation

Formation practice starts on the ground after a thorough preflight briefing session

hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their

The flight forms up on Ralph lutes during the flying portion of the clinic

V I NTAGE AIRPLANE 25

Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief

FAST card The clinic held at St Louiss

Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the

airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]

Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to

begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation

Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about

Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day

Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie

Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility

Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ

For more information visit Stearman Flight on the Web at httpStearmanFlightnet

26 OCTOBER 2009

Scott KirbyBrooks GA

bull Air traffic controller and commercial pilot

bull Pilot since 1982

bull Currently owns a 1941 Rearwin Skyranger

The 1941 Rearwin Skyranger that I currently own is the third

antique aircraft that I have had the privilege to care for The

great service and affordable rates provided by AUA have

helped to keep my hobby safe and affordable

- Scoff Kirby

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BY ROB ERT G LOCK

Materials ampProcesses Part I

In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been

First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural

Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is

There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun

28 OCTOBER 2009

The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes

It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating

Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)

The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong

Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable

The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)

Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping

When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings

BENDING

on its head the AN (ArmyNavy) code will show an A (AN470A4-4)

I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily

Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail

There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears

FIXED END FREE END

TORSION

Figure 1

When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed

Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is

VINTAGE AIRPLANE 29

called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material

COMPRESSION

Figure 2

When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum

Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)

Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes

The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent

4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy

nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)

Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat

Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool

All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway

For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option

One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat

We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic

Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are

30 OCTOBER 2009

designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft

They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement

Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine

Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult

-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I

STRA IN (DEFORMATION)

Figure 3

One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head

markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3

Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible

AN STANDARD AN STANDARD AN STANOARO

STEEL BOLT STEEL BOLT STEE l BOLT

AN STANDARD AN STANDARD AN S TAlUA~D

STEEL BOLT STEEL BOLT STEEL BOLT

Figure 4

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VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management

Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy

craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management

For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist

Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important

As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold

32 OCTOBER 2009

is cast for how we will manage the many risks of flying for the rest of our flying careers

To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness

However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke

It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I

learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy

But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy

Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN

Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged

once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof

Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them

With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying

Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools

Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management

Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how

you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster

Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will

Even if the

airplane we are

flying is as

simple as a J-3 Cub

the use of checklists

can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft

give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS

Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought

us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool

Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means

What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available

I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds

Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)

VINTAGE AIRPLANE 33

BY HG FRAUTSCHY

THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES

Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for

inclusion in t he January 2010 issue of Vintage Airplane

You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg

Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line

JULYS MYSTE RY ANSWER

Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote

The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given

in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961

The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary

movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range

From Wes Smith who supplied the photo

I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady

I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website

3 4 OCTOBER 2009

Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago

The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage

So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage

Other correct answers were

received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal

Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia

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VINTAGE AIRPLANE 35

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VINTAGE AIRPLANE 37

continued from page 3

Amelia Earhart Biopic Set for Release

On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix

Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the

L

Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart

Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and

the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well

After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history

Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~

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38 OCTOBER 2009

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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007

VINTAGE AIRPLANE 39

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40 O C TOBER 2009

Drive Smart I

Ford Flex The 7 Seat 24MPG Head Turner -Ford Work Solutions

bull bull bull bull

All New 2010 Ford Flex bull Available 355hp 35L DOHC EcoBoosfMV6 Engine bull 5-star crash test ratings bull Top Safety Pick from IIHS bull Six standard airbags bull AdvanceTracregwi Roll Stability ControlM

LIN COL N MlIlCUItY

bull Multi-panel Vista RoofMOption - Intelligent AWD doesnt just react shy it predicts -bull SYNC voice-activated entertainment ampcommunications --

OCT 0 B -E R VOL 37 No 1 0 2009

CONTE TS I Fe Straight amp Level

Where did my summer go by Geoff Robison

2 News

4 AeroMail

6 Sparkys Notebook Hello Oshkosh Some of the highlights of the VAA area during EAA

AirVenture Oshkosh 2009 by Sparky Barnes Sargent

18 My Favorite Ride A great treat neighbor to neighbor by Lorraine Morris

20 Light Plane Heritage Dwight Hun tington and the H-l Ligh tplane by Jack McRae

24 Stearman Flight The inaugural EAsT certified

Stearman Formation Clinic flies over St Louis by Don Parsons

28 The Vintage Mechanic STAFF Materials amp Processes Part I

EAA Publisher Tom Pobereznyby Robert G Lock Director of EAA Publications Mary Jones Executive DirectorEditor HG Frautschy

32 The Vintage Instructor ProductionSpecial Project Kathleen Witman Risk management Photography Jim Koepnick by Doug Stewart Bonnie Kratz

Advertising Coordinator Sue Anderson Classified Ad Coordinator Lesley Poberezny

by HG Frautschy 34 Mystery Plane

Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw

39 Classified Ads Displav Advertising Representatives Specialized Publications Co US Eastern Time Zone-Northeast Ken Ross 609-822-3750 Fax 609middot957middot5650COVERS kr40comcastnet

FRONT COVER By golly heres something you dont see every day - the replica DH88 Comet racer flown by Robin Reid in formation with the Com per Swift brought across the US Eastern Time ZonemiddotSoutheast Chester Baumgartner

727middot532middot4640 Fax 727middot532middot4630Pacific by Roy and Primrose Fox and flown by David Grieg Both airplanes were on display cbaum111mindspringcom

in the Vintage parking area during EAA AirVenture Oshkosh 2009 For more on the annual flymiddotin and convention see the article starting on page 6 EAA photo by Jim Koepnick EAA US Central Time Zone Gary Worden and Todd Reese photo plane piloted by Bruce Moore 800middot444middot9932 Fax 816middot741middot6458

garywordenspcmiddotmagcom toddSpcmiddotmagcom

BACK COVER Watercolor artist M Randall Mytar has been kind enough to share a few of US Mountain and Pacific Time Zones John Gibson his prints with us during past years and his latest he d like members to see is this fancimiddot 916middot784middot9593 Fax 510middot217middot3796 ful scene of the Ryan NYP The Spirit of St Lou is as it might have appeared in a Ryan johngibsonspcmiddotmagcom

Airl ines hangar Randall lives in Sherman Oaks California Known internationally as an Europe Willi Tacke architectural designer and illustrator he is also renowned for his classic automobile artmiddot Phone +49(0)1716980871 Fax +49(0)8841 496012 work Mytar can be reached at 818middot789-7719 willifyingmiddotpagescom

VINTAGE AIRPLANE





2 OCTOBER 2009




















































petition

VINTAGE AIRPLANE 3







OCTOBER 2009














4


MEMBER NOTATIONS







loads in KIPS







VINTAGE AIRPLANE 5




VINTAGE AIRPLANE 7









8 OCTOBER 2009








VINTAGE AIRPLANE 9







10 OCTOBER 2009






VINTAGE AIRPLANE 11



12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

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BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

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Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY






2 OCTOBER 2009




















































petition

VINTAGE AIRPLANE 3







OCTOBER 2009














4


MEMBER NOTATIONS







loads in KIPS







VINTAGE AIRPLANE 5




VINTAGE AIRPLANE 7









8 OCTOBER 2009








VINTAGE AIRPLANE 9







10 OCTOBER 2009






VINTAGE AIRPLANE 11



12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY





































petition

VINTAGE AIRPLANE 3







OCTOBER 2009














4


MEMBER NOTATIONS







loads in KIPS







VINTAGE AIRPLANE 5




VINTAGE AIRPLANE 7









8 OCTOBER 2009








VINTAGE AIRPLANE 9







10 OCTOBER 2009






VINTAGE AIRPLANE 11



12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY








OCTOBER 2009














4


MEMBER NOTATIONS







loads in KIPS







VINTAGE AIRPLANE 5




VINTAGE AIRPLANE 7









8 OCTOBER 2009








VINTAGE AIRPLANE 9







10 OCTOBER 2009






VINTAGE AIRPLANE 11



12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY



MEMBER NOTATIONS







loads in KIPS







VINTAGE AIRPLANE 5




VINTAGE AIRPLANE 7









8 OCTOBER 2009








VINTAGE AIRPLANE 9







10 OCTOBER 2009






VINTAGE AIRPLANE 11



12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY





VINTAGE AIRPLANE 7









8 OCTOBER 2009








VINTAGE AIRPLANE 9







10 OCTOBER 2009






VINTAGE AIRPLANE 11



12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY










8 OCTOBER 2009








VINTAGE AIRPLANE 9







10 OCTOBER 2009






VINTAGE AIRPLANE 11



12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY









VINTAGE AIRPLANE 9







10 OCTOBER 2009






VINTAGE AIRPLANE 11



12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY








10 OCTOBER 2009






VINTAGE AIRPLANE 11



12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY







VINTAGE AIRPLANE 11



12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY




12 OCTOBER 2009






VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY







VINTAGE AIRPLANE 13






14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY







14 OCTOBER 2009



VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY




VINTAGE AIRPLANE 15




16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY





16 OCTOBER 2009



VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY




VINTAGE AIRPLANE 17






18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY







18 OCTOBER 2009

BY LORRAINE MORRIS

















VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY












VINTAGE AIRPLANE 19


Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY



Sct of f~tt

12 -15 OI15tOOW~1l

MOTORCYClt tNGINtD

~6~~~~==3~~==~i5i~~~ -IIONOPlANt-

Dui~ D IYHIV~o


_----_ _ _--A _shy_ _n__ _ _-shy-----__



BY J ACK McRAE







20 OCTOBER 2009




















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY





















VINTAGE AIRPLANE 21








22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY









22 OCTOBER 2009















SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY




SUPERIIDR






24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY





24 OCTOBER 2009

BY D ON P ARSONS


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY


















26 OCTOBER 2009









- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY










- Scoff Kirby





BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY


BY ROB ERT G LOCK






28 OCTOBER 2009









BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY










BENDING





FIXED END FREE END

TORSION

Figure 1



VINTAGE AIRPLANE 29


COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY



COMPRESSION

Figure 2














30 OCTOBER 2009





-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY






-------- - -----~-

I)

jULTIMATE STRENGTH

~~~--

I)

W IX l-I)

I

I

I


Figure 3








Figure 4

VAA Backpacks






VINTAGE AIRPLANE 31

BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY


BY DOUG STEWART

Risk Management






32 OCTOBER 2009

















Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY










Even if the

airplane we are

flying is as

simple as a J-3 Cub


can help us in

ensuring that we

have not missed

anything in the

safe operation of

our aircraft








VINTAGE AIRPLANE 33

BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY


BY HG FRAUTSCHY















3 4 OCTOBER 2009












VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY













VINTAGE AIRPLANE 35





V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY






V12512 $595 Vl 1897 2X Vl0l04XL


V12757 MD V12758 LG





36 OCT OBER 2009






















PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY























PLU 5265133800000




VINTAGE AIRPLANE 37





L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY






L






TAiLW~66LS


38 OCTOBER 2009







caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY








caIiSOO-517-927S










500 x 5 600 x 6 700 x 8


TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888




VINTAGE AIRPLANE 39


VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY



VINTAGE AIRCRAFT





























DIRECTORS EMERITUS









- -














Benefits



EM VISA Card 800-853-5576 ext 8884



















40 O C TOBER 2009

Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY


Drive Smart I


bull bull bull bull


LIN COL N MlIlCUItY


VA-Vol-37-No-10-Oct-2009

Documents

Transcript of VA-Vol-37-No-10-Oct-2009