GEOFF ROB ISON PRESIDENT VINTAGE AIRCRAFT ASSOCIATION

The family experience Today I find myself again traveling

with the EAAs B-17 bomber tour I am currently well into week three of my travels with the tour and we just got into Denver Colorado yesterday My trip started in Seattle Washington and will end in Oshkosh in another week or so Again I have had the joy of meetshying dozens upon dozens of EAAVAA members as well as a bunch of former B-17 bomberWorld War II veterans

We also continue to see a large numshyber of their family members One such fellow I met up with in Hillsboro Orshyegon was born in June 1945 His father was a tail gunner on the B-17 and was killed in action in March of that same year presumably on a mission someshywhere over Germany We had a grand time offering this gentleman and his three sons the opportunity to actually sit in the tail gunners position of Alushyminum Overcast for an unforgettable photo opportunity to later be shared with the rest of their family members and friends Emotions ran high when this father and his sons actually took a flight aboard the bomber for an unforshygettable 30-minute experience reliving for a brief moment what their father and grandfather whom they never knew had experienced some 60 years in the past I cannot express an approshypriate level of gratitude to this fine orshyganization we all know as the EAA for having offered me an opportunity to volunteer my personal time with a proshygram that so richly represents who we are You can view the B-l7s tour schedshyule at www B17org Come see for yourshyself what a truly great chapter outreach program the bomber tour is

When you receive this issue of Vinshytage Airplane AirVenture Oshkosh 2007 will be just a couple of weeks into the

future Its never too late to decide to make the pilgrimage Youve read my encouragement to attend and volunshyteer at the worlds greatest sport aviashytion event To encourage you further Id like to share the words of VAA Dishyrector Charlie Harris who also serves as the editor and chief writer of VAA Chapter lOs newsletter

We are within 60 days of the 54th EAA Convention and Exposition now called AirVenture Oshkosh This event is now widely recognized as the greatest aviation event in the entire world greater than the Paris Air Show greater than Farnborough greater than any other US aviation event

And this event is primarily an exshytension ofpure grassroots aviation Your editor knows perfectly well he is preachshying to the choir but never let us take this event for granted This phenomenal event occurs but once a year and that time is just around the corner It takes a bit ofplanning to attend travel and arshyrange accommodations etc so the time is now The dates are Monday July 23 through Sunday July 29 There is absoshylutely something for every aviation buff 700-800 Vintage airplanes parked wing tip to wing tip in the Red Barn area probably half or even better of them highly restored judging level airshyplanes 200-300 Warbird machines repshyresenting the airplanes that flew in the military conflicts from WW-J to almost present day hundreds of Experimental aircraft ofevery description Ultralights Light Sport Aircraft Replicas factory aircraft and Displays Exhibit buildings filled to capacity with aviation stuff everything you or your airplane could ever want and on and on And every afternoon and evening Air Shows that know no rival and evening entershy

tainment at no additional charge that even includes musical groups such as the Beach Boys leve

Many of you have heard me extol the many virtues of spending some quality time with us in the Vintage area as a volunteer during the worlds largest aviation event at Oshkosh each year As many times as I have attempted to apshypropriately describe to you how fulfillshying and rewarding an experience this can be no one has done a better job of describing his experiences as our valshyued Vintage volunteermember Steve Glenn To gain a true understanding of what r have referred to as the reshywards of volunteering for EAAVinshytage I strongly recommend that you read Steve Glenns story of his experishyences at AirVenture over the past 19 years of volunteering with us

No one has ever described these reshywards quite like Steve has done in the Members Forum of the June 2007 edition of EAA Sport Aviation magazine Steve please accept my hardy thanks for sharing what EAA and the Vintage organization has meant to you and your family for all these many years of volunteer time Well see you out there on the line very soon Steve

r hope to see you there EAA AirVenture Oshkosh 2007 the

Worlds Greatest Aviation Celebration takes place July 23-292007

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

Lets all pull in the same direction for the good of aviation

Remember we are better together Join us and have it all

u L Y VOL 35 No 7 2007

CONTENTS I Fe Straight amp Level

The family experience by Geoff Robison

2 News

5 Waldron and Wooldridges One-of-a-Kind Travel Air

From a hangar loft to flying aloft by Sparky Barnes Sargent

12 Volunteering at Oshkosh VAA volunteers are the key to a great AirVenture by Patty Trish Dorlac

14 Just Plane Tommy The conclusion of the three-part series of the story of the Thomas-Morse Aircraft Corporation Part III by Al Kelch

20 Getting an AampP Rating You can do it by Kathie Ernst

24 EAAs Swallow Biplane A history lesson in our own airport backyard by Fred Stadler

31 Mystery Plane by HG Frautschy

32 The Vintage Instructor Youre slipping by Doug Stewart

36 Pass It to Buck Restoration choices by Buck Hilbert

38 Calendar

39 Classified Ads

COVERS FRONT COVER The only Travel Air 10-D still ftying this Golden Age cabin monoplane was restored by Ron

Waldron and Harry Wooldridge of the Rying little River Airport community in McAlpin Rorida See Sparky

Barnes Sargents story starting on page 5 EM photo by Jim Koepnick photo plane flown by Bruce Moore

BACK COVER The VAA Friends of the Red Barn Campaign has been helping VAA put on the best conshy

vention possible for the past four years This year we are honored to highlight the artwork of St Louis

aviation artist Ken Kotik If youre a Diamond Plus contributor at the $1250 level youre entitled to

one of Kens prints such as the one featured on our back cover Around the Storm from Ken s Aero

Impressions gallery To learn more about the Friends of the Red Barn or to make a contribution please

visit wwwvintageaircraftorg and click on the Programs link You can also contribute using the special

mailing you received last month or simply call our office at 920-426-6110 for more information

STAFF EAA Publisher Tom Poberezny Director of EAA Publications David Hipschman Executive DirectorEditor HG Frautschy Executive Assistant Jillian Rooker Managing Editor Kathleen Witman News Editor Ric Reynolds Photography Jim Koepnick

Bonnie Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Daphene VanHullum Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw

Display Adverti sing Representatives Iortheast Allen Murray Phone 856-229-7180 FAX 856-229-7258 e-mail all(wllflrraymindsprillgcom

Southeast Chester Baumgartner Phone 727-532-4640 FAX 727-532-4630 -mail c)(lIIm l 1 liitllilldsprillgcom

Central Todd Reese Phone 800-444-9932 fAX 816-74J-6458 e-mail ()(ldlspc-mag com

Mountain amp Pacific John Gibson Phone 9J6-784-9593 e-mail jOllIIgibsollSpc-mascolII

Europe Willi lacke Phone +498969340213 FAX +498969340214 e-mail lVilli(yillg-pagescom

VINTAGE AIRPLANE

u L Y VOL 35 No 7 2007

CONTENTS I Fe Straight amp Level

The family experience by Geoff Robison

2 News

5 Waldron and Wooldridges One-of-a-Kind Travel Air

From a hangar loft to flying aloft by Sparky Barnes Sargent

12 Volunteering at Oshkosh VAA volunteers are the key to a great AirVenture by Patty Trish Dorlac

14 Just Plane Tommy The conclusion of the three-part series of the story of the Thomas-Morse Aircraft Corporation Part III by Al Kelch

20 Getting an AampP Rating You can do it by Kathie Ernst

24 EAAs Swallow Biplane A history lesson in our own airport backyard by Fred Stadler

31 Mystery Plane by HG Frautschy

32 The Vintage Instructor Youre slipping by Doug Stewart

36 Pass It to Buck Restoration choices by Buck Hilbert

38 Calendar

39 Classified Ads

COVERS FRONT COVER The only Travel Air 10-D still ftying this Golden Age cabin monoplane was restored by Ron

Waldron and Harry Wooldridge of the Rying little River Airport community in McAlpin Rorida See Sparky

Barnes Sargents story starting on page 5 EM photo by Jim Koepnick photo plane flown by Bruce Moore

BACK COVER The VAA Friends of the Red Barn Campaign has been helping VAA put on the best conshy

vention possible for the past four years This year we are honored to highlight the artwork of St Louis

aviation artist Ken Kotik If youre a Diamond Plus contributor at the $1250 level youre entitled to

one of Kens prints such as the one featured on our back cover Around the Storm from Ken s Aero

Impressions gallery To learn more about the Friends of the Red Barn or to make a contribution please

visit wwwvintageaircraftorg and click on the Programs link You can also contribute using the special

mailing you received last month or simply call our office at 920-426-6110 for more information

STAFF EAA Publisher Tom Poberezny Director of EAA Publications David Hipschman Executive DirectorEditor HG Frautschy Executive Assistant Jillian Rooker Managing Editor Kathleen Witman News Editor Ric Reynolds Photography Jim Koepnick

Bonnie Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Daphene VanHullum Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw

Display Adverti sing Representatives Iortheast Allen Murray Phone 856-229-7180 FAX 856-229-7258 e-mail all(wllflrraymindsprillgcom

Southeast Chester Baumgartner Phone 727-532-4640 FAX 727-532-4630 -mail c)(lIIm l 1 liitllilldsprillgcom

Central Todd Reese Phone 800-444-9932 fAX 816-74J-6458 e-mail ()(ldlspc-mag com

Mountain amp Pacific John Gibson Phone 9J6-784-9593 e-mail jOllIIgibsollSpc-mascolII

Europe Willi lacke Phone +498969340213 FAX +498969340214 e-mail lVilli(yillg-pagescom

VINTAGE AIRPLANE

1--) Theater 1) In The

West Side shy Woods Vintage Aircraft ~r ))

Antique Parking

Camping

~ r)) t~v~

01 1 D Type Club amp

Showers Workshop Tents ~ Type Club

()Hangar Cafe

o VAA

Showpl~ne~amper RegistrationD

Operations Shack

VAA PARKING -No Camping

Row 62 through Row 77

oS ( (

Parking V V V Red Starts at

Barn---- Row 74

Past Grand Champions - parked along road~ Tall Pines ---- Cafe - and in rows 60 amp 61

Near Ultralights

VAA Large Special DInterest

Aircraft Comm Center Antiques

Row 78 Rows 60 Row 50 amp 61 ~ EASTSIDE

VAA CAMPING AND PARKING --------------------------------------- shySTARTS HERE

CONTINUES TO ROW 150

To help members who fly in understand the layout of the convention area administered by VAA

weve prepared this simplified map As you can see camping starts at Row 74 on the east side

of the main northsouth road (Wittman Road) with the areas to the north of that line set up to

handle display-only vintage aircraft Thats why you may see open areas as you taxi south to your

camping location

Once you arrive youll need to register your aircraft andor campsite In addition to roving

registration vehicles there is one main aircraft registration building located just south of the

Red Barn (see map) The EAA convention campgrounds are private campgrounds and are not

open to non-EAA members Each campsite must be registered by a current EAA member

If you want your aircraft to be judged by VAA volunteer judges you need to be a current Vintage

Aircraft Association member VAA contributes a significant portion of the costs related to

the EAA awards that are presented to the award winners Another immediate benefit of VAA

membership is your free VAA AirVenture Oshkosh 2007 Participant Plaque which you can

pick up in the rear of the Red Barn EAA and VAA memberships are available at both aircraft

registration and at the membership booth located northeast of the Red Barn

2 JULY 2007

VAA Board Expands Contemporary Judging Category

The VAA Contemporary judging category has been expanded to inshyclude aircraft built up to December 31 1970 from December 31 1967 This change made by the EAA Vinshytage Aircraft Associations board of dishyrectors gives EAA and VAA members who have restored many of the capashyble personal aircraft of the late 1960s an opportunity to participate in EAAs world-class judging program This distinction also allows those aircraft to be insured through VAAs aircraft insurance program administered by AUAInc

Effective starting with this years EAA AirVenture Oshkosh 2007 the VAAs internationally recognized judging categories are

bull Antique Aircraft built prior to September I 1945

bull Classic September I 1945shyDecember 31 1955

bull Contemporary January I 1956shyDecember 31 1970

New Handheld Computers to Aid Aircraft Judging

This years AirVenture aircraft judgshying process has received a major upshygrade and a new technical sponsor

EAA member John Craparo a senior vice president with Hewlett-Packard (H-P) mentioned his willingness to help EAA in any way possible during conversations with EAAs development department and EAA President Tom Poshyberezny Craparo was able to introduce Jeff Kaufman EAAs director of bUsishyness development to the right folks at H-P which resulted in EAA receiving a considerable discount from H-P on the purchase of 150 of the companys iPaq handheld computers

After volunteer Rob Reece proshygrams the units EAA aircraft judges will use them to enter the scores of each judged aircraft beginning this year at EAA AirVenture Oshkosh

Since the inception of EAAs comshyputerized registration program weve used handheld computers in this apshyplication with varying levels of sucshycess said HG Frautschy executive director of EAAs Vintage Aircraft Asshy

sociation who oversaw the processes within EAA headquarters to purchase new units Were very grateful for HshyPs generosity and their willingness to make these new units available to us The new units will streamline the judging process and take what is alshyready the world standard for aircraft judging to even greater heights

H-P is also now the new technolshyogy sponsor of the EAA Aircraft Judgshying Program AeroShell Flight Jacket is the official sponsor of the judging

Flight Planning for Your EAA AirVenture Trip

As an EAA member (an important part of your VAA membership) you can use the EAA Flight Planner to chart your trip to Wittman Field for EAA AirVenture Oshkosh 2007 Just click on the EAA Flight Planner link on the left side of the home pages at www eaaorg or wwwvintageaircraft org As always be sure you obtain the official AirVenture notice to airmen and become familiar with arrival procedures Visit wwwAirVenture org2007 fying indexhtmi for comshyplete downloading information or to order a hard copy

GRASS RUNWAYS AND FUEL Also on our VAA website we pubshy

lish a list created by VAA member Kris Kortokrax

Kris flies a variety of old biplanes that are more pleasant to fly when they are flown from grass strips and he and his buddies from Shelbyville Illinois do their best to keep the old biplanes happy (and keep tire wear to a minimum) by flying crossshycoun try from grass strip to grass strip Finding fuel facilities can be a challenge these days and Kris has distilled this airport information to be useful for like-minded grassshyrunway-preferring pilots This data was current as of the beginning of the year and we d suggest calling ahead to confirm fuel availability and hours of operation If you have any changes or additions drop us an e-mail here at vintageaircraft eaaorg and well forward it to Kris

Our thanks to Kris for sharing his list Let us know if you find it useful

Breakfast and a Briefing The VAA Tall Pines Cafe will be

in operation again this year with an expanded schedule prior to convenshytion and fly-in-style pancake breakshyfasts during EAA AirVenture Starting on Friday morning July 20 and conshytinuing through Sunday July 22 the VAA Tall Pines Cafe will be open for breakfast (630 - 930 am) and dinshyner (430 - 730 pm) Starting Monshyday July 23 only breakfast will be served at the Tall Pines Cafe (6-930 am) Just to the north an FAA Flight Service Station (FSS) trailer will be located near the cafe At the trailer which will be north of the VAA Tall Pines Cafe youll be able to check the weather for your flight and obshytain a full briefing from FSS specialshyists without having to trek up to the FAA Building near the control tower Well see you there each morning for breakfast and a briefing

Are You a Friend of the VAA Red Barn

If so be sure to check in at the inshyformation desk at the VAA Red Barn There we ll issue you a special name badge We can also point out the loshycation for the Ford Tri-Motor rides If you have any questions feel free to ask for Jillian Rooker the VAA adshyministrative assistant If you need to reach her in advance of your arrival call her at EAA headquarters 920shy426-6110

Our thanks to each of you who have contributed to the VAA Friends of the Red Barn 2007 campaign Well have the list of contributors in next months edition of Vintage Airplane

VAA Message Center If you would like to leave a messhy

sage for people you know who freshyquent the VAA Red Barn stop by the information desk You can write them a message in our notebook on a string and well post their name on the marker board so theyll know theres a message waiting for them Sure cellular phones and walkie-talkies are great but someshytimes nothing works better than a hand-scribbled note

VINTA GE A I RPLA NE 3

VAA Board Expands Contemporary Judging Category

The VAA Contemporary judging category has been expanded to inshyclude aircraft built up to December 31 1970 from December 31 1967 This change made by the EAA Vinshytage Aircraft Associations board of dishyrectors gives EAA and VAA members who have restored many of the capashyble personal aircraft of the late 1960s an opportunity to participate in EAAs world-class judging program This distinction also allows those aircraft to be insured through VAAs aircraft insurance program administered by AUAInc

Effective starting with this years EAA AirVenture Oshkosh 2007 the VAAs internationally recognized judging categories are

bull Antique Aircraft built prior to September I 1945

bull Classic September I 1945shyDecember 31 1955

bull Contemporary January I 1956shyDecember 31 1970

New Handheld Computers to Aid Aircraft Judging

This years AirVenture aircraft judgshying process has received a major upshygrade and a new technical sponsor

EAA member John Craparo a senior vice president with Hewlett-Packard (H-P) mentioned his willingness to help EAA in any way possible during conversations with EAAs development department and EAA President Tom Poshyberezny Craparo was able to introduce Jeff Kaufman EAAs director of bUsishyness development to the right folks at H-P which resulted in EAA receiving a considerable discount from H-P on the purchase of 150 of the companys iPaq handheld computers

After volunteer Rob Reece proshygrams the units EAA aircraft judges will use them to enter the scores of each judged aircraft beginning this year at EAA AirVenture Oshkosh

Since the inception of EAAs comshyputerized registration program weve used handheld computers in this apshyplication with varying levels of sucshycess said HG Frautschy executive director of EAAs Vintage Aircraft Asshy

sociation who oversaw the processes within EAA headquarters to purchase new units Were very grateful for HshyPs generosity and their willingness to make these new units available to us The new units will streamline the judging process and take what is alshyready the world standard for aircraft judging to even greater heights

H-P is also now the new technolshyogy sponsor of the EAA Aircraft Judgshying Program AeroShell Flight Jacket is the official sponsor of the judging

Flight Planning for Your EAA AirVenture Trip

As an EAA member (an important part of your VAA membership) you can use the EAA Flight Planner to chart your trip to Wittman Field for EAA AirVenture Oshkosh 2007 Just click on the EAA Flight Planner link on the left side of the home pages at www eaaorg or wwwvintageaircraft org As always be sure you obtain the official AirVenture notice to airmen and become familiar with arrival procedures Visit wwwAirVenture org2007 fying indexhtmi for comshyplete downloading information or to order a hard copy

GRASS RUNWAYS AND FUEL Also on our VAA website we pubshy

lish a list created by VAA member Kris Kortokrax

Kris flies a variety of old biplanes that are more pleasant to fly when they are flown from grass strips and he and his buddies from Shelbyville Illinois do their best to keep the old biplanes happy (and keep tire wear to a minimum) by flying crossshycoun try from grass strip to grass strip Finding fuel facilities can be a challenge these days and Kris has distilled this airport information to be useful for like-minded grassshyrunway-preferring pilots This data was current as of the beginning of the year and we d suggest calling ahead to confirm fuel availability and hours of operation If you have any changes or additions drop us an e-mail here at vintageaircraft eaaorg and well forward it to Kris

Our thanks to Kris for sharing his list Let us know if you find it useful

Breakfast and a Briefing The VAA Tall Pines Cafe will be

in operation again this year with an expanded schedule prior to convenshytion and fly-in-style pancake breakshyfasts during EAA AirVenture Starting on Friday morning July 20 and conshytinuing through Sunday July 22 the VAA Tall Pines Cafe will be open for breakfast (630 - 930 am) and dinshyner (430 - 730 pm) Starting Monshyday July 23 only breakfast will be served at the Tall Pines Cafe (6-930 am) Just to the north an FAA Flight Service Station (FSS) trailer will be located near the cafe At the trailer which will be north of the VAA Tall Pines Cafe youll be able to check the weather for your flight and obshytain a full briefing from FSS specialshyists without having to trek up to the FAA Building near the control tower Well see you there each morning for breakfast and a briefing

Are You a Friend of the VAA Red Barn

If so be sure to check in at the inshyformation desk at the VAA Red Barn There we ll issue you a special name badge We can also point out the loshycation for the Ford Tri-Motor rides If you have any questions feel free to ask for Jillian Rooker the VAA adshyministrative assistant If you need to reach her in advance of your arrival call her at EAA headquarters 920shy426-6110

Our thanks to each of you who have contributed to the VAA Friends of the Red Barn 2007 campaign Well have the list of contributors in next months edition of Vintage Airplane

VAA Message Center If you would like to leave a messhy

sage for people you know who freshyquent the VAA Red Barn stop by the information desk You can write them a message in our notebook on a string and well post their name on the marker board so theyll know theres a message waiting for them Sure cellular phones and walkie-talkies are great but someshytimes nothing works better than a hand-scribbled note

VINTA GE A I RPLA NE 3

VAA Picnic Tickets for the Wednesday July 25

annual VAA picnic held at the Nature Center will be available for sale at the VAA Red Barn Tickets must be purshychased in advance so we know how much food to order Tickets will be on sale at the VAA Red Barn prior to the start of EAA AirVenture The delicious meal will be served after 530 p m Trams will begin leaving the VAA Red Barn around 5 pm and will make reshyturn trips after the picnic Type clubs may hold their annual banquets durshying the picnic Call Jeannie Hill (815shy943-7205) and she will reserve seating so your type club can sit together

Shawano Fly-Out The annual fly-out to Shawano is Satshy

urday July 28 The sign-up sheet will be at the desk at the VAA Red Bam and the briefing will be at 7 am the morning of the fly-out The community of Shawano is a big supporter of VAA and puts forth a lot of effort to sponsor this event It does a great job and we hope youll help us thank Shawano by joining us

VAA Red Barn Store The VAA Red Bam Store chock-full

of VAA logo merchandise and other great gear will be open with expanded hours all week long Monday through Saturday 8 am until 6 pm EarJyshybird arrivals can shop on the previous weekend as well during limited hours Show your VAA membership card (or your receipt showing you joined VAA at the convention) and youll receive a 10 percent discount

On Friday July 28 from 7 pm to 9 pm there will be a special VAA members-only sale Bring your VAA card and youll receive an additional discount on specially priced merchanshydise See you there

VAA Volunteer Opportunities Are you an ace pancake flipper

If you re not one yet we can help The VAA Tall Pines Cafe is looking for volunteers who can help provide a hearty breakfast to all the hungry campers on the south end of Wittshyman Field If you could lend a hand for a morning or two wed appreciate

JULY 2007

it If that s not your cup of tea feel free to check with the VAA volunteer center located just to the northeast of the Red Barn The volunteers who opshyerate the booth will be happy to tell you when your help is needed each day It doesnt matter if its just for a few hours or for a few days-wed love to have your helping hands

Designated Smoking Areas Near Flightline

Smoking on the flightline at EAA AirVenture is prohibited because its a hazard to all aircraft There are several deSignated smoking areas with butt cans along the flightline well away from aircraft and refueling operations

Designated smoking areas will be south of the ultralight runway near the Hangar Cafe near the Warbird area (northeast comer of Audrey Lane and Eide Avenue) the Wearhouse flag pole area the shade pavilion north of the control tower and near the Ultrashylight Barn Locations will be indicated on EAAs free convention grounds map The admission wristband also inshystructs visitors that smoking is allowed only in designated smoking areas

WHAT OUR MEMBERS ARE RESTORING

1948 LUSCOMBE 86

More on the Web Visit wwwAirVentureorg for more

information on EAA AirVenture 2007

- Admission and hours wwwairshyventure org2007planningadmiss ion html

-Find or share a ride to Oshkosh wwwairventureorgridesharedefault asp

-Site maps httpwwwa irventure org2007planningforms_schedules html

- Forum schedules wwwairventure org2007eventsforumshtml

- Accommodations wwwairventure org 2007planningwhere_to_stay html

-Discounts on airfare www a irven tureorg200 7(lyingairline_ discountshtml

-Get the NOTAM wwwairvenshytureorg2007(lyingindex html

-AirVenture Planning Guide wwwairventureorg2007planning 07planning-suidepdf

-Alternate airports and stops to and from Oshkosh wwwairventure org200 7(lyingaltemate_airportshtml

WHAT OUR MEMB ERS AR E RESTORING Are you nearing completion of a restoration Or is it done and youre busy

flying and showing it off If so wed like to hear from you Send us a 4-by-6-inch print from a commercial source (no home printers please-those prints just dont

scan well) or a 4-by-6-inch 300-dpi digital photo A JPG from your 25-megapixel

(or higher) digital camera is fine You can burn photos to a CD or if you re on a

high-speed Internet connection you can e-mail them along with a text-only or Word

document describing your airplane (If your e-mail program asks if youd like to

make the photos smaller say no) For more tips on creating photos we can publish

visit VAAs website at wwwvintageaircraftorg Check the News page for a hyperlink

to Want To Send Us A Photograph

For more information you can also e-mail us at vintageaircrafteaaorgor call

us at 920426-4825

4

What do you get when you have two anshytique-airplane budshydies who just cant say no to a one-of-ashy

kind restoration project Why if those buddies are next-door neighbors Ron Waldron and Harry Wooldridge of the Flying Little River Airport community in McAlpin Florida you get a Silshyver Age Champion according to the judges this year at the Sun n Fun FlyshyIn at Lakeland Florida Their project A handsome 1929 Travel Air Model lO-D It s the only one known to exist today of the few originally manufac-

BY SPARKY BARNES SARGENT

tured by the Travel Air Co in Wichshyita Kansas And with its prominent windshield and sturdy outrigger gear the 8-foot 8-inch tall Travel Air is a real standout on the flightline

The Model10-D is just one of those airplanes you know the kind Youre not really looking for another project and then here it comes flying headshylong into your heart your shop and your wallet You yield to its wishes learn what it needs to become whole again and begin the laborious and rewarding process of breathing new life into its old steel tubing and wood wings And then one glorious day-

which happened to be July 25 2006 for Waldron and Wooldridge-it grashyciously and gallantly rewards your efforts as you lift the mains from the sod and upward you climb together rising upon the wings of your labor

Bit 0 Histo y The Model lO-D came to Waldron

in a roundabout sort of way The story began when Waldron persuaded by his friend Jim Ward went to El Cashyjon California to look at a 1929 Curtiss-Wright Robin project that Charlotte Nelson had for sale Walshydron looked it over and liked what he

VINTAGE AIRPLANE 5

rvOllto Travel Air

flllr poce cnbi lIIonapolW-

Making new cowling around a dummy engine

Wing is ready to cover

JULY 2007 6

saw so he purchased the Robin and hauled it back to Florida He worked diligently to restore it and get it flyshying again and shared some photos of the completed Curtiss Robin with Nelson She must have been pleased with the final result because as Walshydron shares She told Jim Ward our mutual friend to call Ron and tell him to come get the Travel Air 10-D I think the Travel Air was her husbands favorite airplane before he died and she had been offered quite a bit of money for it previously but

We just have a goodtimeshy

if its Dot fUD we dODt do it

-Harry Wooldridge

she didnt want to sell it (to anyone else) He bought it in 1970 and died in 1978 so the Travel Air had been hanging up in the loft in her hangar for more than 30 years

The larger Travel Air Model 6000 preceded the Model 10-D and in a company ad of the era the 10-D monoplane was touted as filling the needs of the traveling executive who wishes to fly personally also of the mail or express line operatorThe owner has at his command all the

speed of the fast sport airplane and also enjoys the driving relaxation posshysible in the larger and normally more stable ships It was also advertised as having a cruising speed of 110 mph and a high speed of 130 mph and a landing speed of SO mph Historian Joseph Juptner states in US Civil Airshycraft Volume 3 that from a casual comparison of the two it is easy to see that the Model 10 laid the groundshywork for the Model 15 Curtiss-Wright Sedan that was developed a year or so later So the Model lO-D though of short production run secured its own niche in aviation history

According to Waldron NC418N snl0-2011 was manufactured in 1929 as far as we know only 11 Model 10-Ds were built I talked to Smithsonian a few times and quite a few other people and it seems that three airplanes went to Mexico in the 1930s three crashed and were taken off the FAA rolls and we dont know what happened to the others

In August 1930 the Travel Air Co sold NC418N to Herman Carus of Ilshylinois for the sum of $5500 In March 1944 Julio Corsini became its owner for a short while until Albert Carstens bought it the following year In May 1946 the airplane flew away from Ilshylinois when Donald Briscoe of Idaho bought it It changed hands five more times in Idaho culminating with Dean Wilsons purchase in September 1963

is Waldron had the opportunity to 9 talk with one of the Idaho owners ~ and says Apparently the guy who z ~ owned it in the 19S0s was the last ~ one to fly it He said he used to go ~ with his son on hunting trips to the U mountains and he flew it out of 800shy

foot strips with all their deer in it-so the plane can get off the ground with a load in it The last airworthiness certificate was issued in 1955 and the paperwork with that said it had a toshytal time of 1050 hours

In 1970 NC418N left Idaho for California (via highway) when Spenshycer Nelson bought it and took it to El Cajon Throughout NC418Ns life it experienced its share of wingtip strut and prop repairs and in 1953 its owner removed the original 2S0-hp Wright

Whirlwind R-760 and installed a 225shyhp Jacobs L-4R-7SS Fortunately the original Wright engine stayed with the airplane as the Model lO-D changed owners and aside from some missing parts and pieces-such as the seats windscreen and instruments-it was a pretty complete airplane when we saw it the first time in El Cajon reshycalls Waldron adding with a chuckle but on the way out to get it I said to my friend Harry Wooldridge Im not going to buy this project if it doesnt have a prop because Id had such a hard time finding one for the Robin So we got out there and they drug the prop down out of the loft Just looking at it it looked fantastic We bought the airplane loaded everything up and hauled it back home to Florida Then we sent the prop to the prop shop and they found corrosion in the shank So there I was back in the marshyket for an expensive Hamilton Stanshydard ground-adjustable prop

Restoation Tealft Both Waldron and Wooldridge enshy

joy working on old airplanes Walshydron has restored several Stearmans and built a Travel Air 4000 replica and Wooldridge has built several repshylicas including a Siemens-Schuckert and a Nieuport 28 Wooldridge says that restoring the Model 10-D was pretty easy it was designed in the 1920s so everything was old techshynology-almost like a homebuilt airshyplane It was just a matter of doing all the work that needed to be done We just have a good time-if its not fun we dont do it

With that attitude they make a good team for not only are they longstanding friends and neighbors but they each have their own areas of expertise Wooldridge put his gasshywelding skills to work on the fuseshylage while Waldron started working on the spruce wing ribs and spars and wingtip bows The metal leadshy

ing edges and spars were in good shape because it was dry in California where they were stored By the time I got the wings done Harry was done with the fuselage so he started covshyering the wings with Ceconite and I

VINTAGE AIRPLANE 7

Stylish cowling latches

z w C) 0

() w Z 0

ai ~ 0

~ ()

~ ()

~ I

1929 10-D ~ ~--------------------------------~Each wing root fuel tank holds 35 gallons This logo is embroidered on the rear seat

The 10-Ds instrument panel

started putting new wood fairings on the fuselage and fitting plywood in the interior

Since there werent any seats with the 10-D project they fabricated their own Wooldridge welded the frames and they shipped the front seats to a company in California that inshystalled wicker on the seat backs To enhance cabin comfort the twosome

JULY 2007

decided to use cushions for the seat bottoms and the bench seat in the back-which incidentally has some hidden storage space beneath it in addition to the compartment behind the seat which carries 125 pounds of baggage And they hired a local shop to upholster the entire interior in a soft two-tone gray complete with the Travel Air logo tastefully embroidered

The 30-by-S main landing gear facilishytates smooth landings Tall wheels like these were a necessity on the grassshyfield airports so prevalent during the golden age of aviation

in green on the rear seat back Speaking of seats Waldron conshy

fesses with a laugh that when he flew the 10-D his knees were up around my chin theres not much room for a 6-foot 3-inch person up there But its really a neat old airplane-I wish I was a little bit younger and smaller so I could fly it more I have a hard time getting in and out of it with bad

8

Note the adiustable horizontal stabilizer including the exposed mechanism below the fuselage

Heres a look inside the cowling

knees its really tight The two men made a new instrushy

ment panel for the airplane by using the old one as a pattern and with the help of their friend Jerry Impellezzeri of California they located and purshychased the mag switch and instrushyments The wood control wheels are original and Waldron suspects that the wheels were complete circles to begin with but that someone along the way cut them down to have more legroom in the front seats

Theres a little story behind the main landing gear wheels that are on the Travel Air today according to Waldron who recounts with a chuckle Jim Ward and Spencer Nelshyson were driving out through the desshyert one day back in the 1960s and saw an old farm wagon They said Look at that-that looks like airplane wheels on that wagon So they pulled into the place and looked at it Sure enough there were two N3N-type 30shyby-5 wheels on it so Spencer says to the owner You want to sell me those wheels And the guy says Well Ill sell you the whole wagon for $20 They gave him the money took the wheels off and went on their way

The original Wright engine was

overhauled by Mike Connor in Georshygia according to Waldron and in orshyder to facilitate the fabrication and fit of the engine cowling Connor loaned me a dummy engine to use and Harry and I both did the sheet metal work Wooldridge painted the Travel Air using his tool of choice-a high-volume low-pressure systemshyto apply the Air-Tech coatings and the final Forest Green and Diana Cream topcoats

Challenges If you ask Waldron what challenges

he and Wooldridge encountered durshying the restoration he responds withshyout a moments hesitation Money he says with a good-natured laugh And along with that were practishycal mechanical challenges such as making the control system work Its got pulleys and cables that you cant imagine on it says Waldron elaborating It has kind of a unique control wheel system thats run by a chain drive between the two wheels and then it s got cables going down from that to pulleys it really is elaboshyrate Travel Air used two cables for up and for down elevator so we had to run double cables there and then we

had to run two cables back to the rudshyder and fasten them with bell cranks While we were at it we made the swiveling tail wheel into a steerable tail wheel

The Travel Airs trim system had its own intricacies to be worked out Waldron describes it as having an overhead crank in the cabin conshynected to a long shaft that travels the length of the fuselage-with four universal joints on it-to the front of the stabilizer where a gear turns the trim wheel thats attached to the stabilizer The whole stabilizer and the front bottom brace rods travel up and down Its a pretty interesting arshyrangement Those brace rods actushyally stick down below the fuselage kind of hanging out in the breeze But back then they werent worried about streamlining

The Model 10-Ds wingspan is 43 feet 6 inches and the wing installashytion process posed another challenge They were quite heavy due to the allshywood construction and the large fuel tank (35-ga llon capacity) inside each wing root along with the fabric covshyering and coatings So Waldron and Wooldridge devised their own instalshylation system by having four guys

VINTAGE A IRPLANE 9

JJI~~~E1~~ ~ Landings are a pleasure too since t~~-2iJ 1E the Model lO-D has oleo-spring shock

Ron Waldron and Harry Wooldridge with their Travel Air Modell0-D struts in its outrigger gear and tail

wheel Wooldridge observed that when he was flying solo it felt very light on the tail during a three-point landing

It felt that way because when I touched the brakes theyd catch suddenly and it felt like the tail was coming up but I think the strut was just extending a little bit and it wasnt actually coming up explains Wooldridge adding The first time I ever had anybody in the back seat I could tell that a little more weight back there helped But I can hardly make a bad landing with that big gear it just settles right down and stays there

hoist the wings up and put them on landing with it and we must have had T easu e f olD top of some scaffolding That way we 50 people standing out by the runway Yesteyea could roll it right up to the airplane watching that day After languishing quietly for deshyand that helped Wooldridge also had the honor cades in a hangar loft NC418N is

of flying it down to Sun n Fun this proudly flying through the skies once Flying Chaacteistics year and describes it as an honest more its striking silhouette stark

When it came time to test those airplane with no surprises in either against a crystal-blue sky Yes the Travel Air wings it was Wooldridge ground handling or in flight When Travel Air Model 10-D is just one of who stepped through the wide doorshy I first flew it I expected it to fly like those airplanes-the kind that finds a way and settled into the pilots seat an old airplane-heavy on the aileshy way to beguile two longtime aviation while Waldron stayed by the side of the rons because you dont have any leshy buddies to bring it back to life And grass runway Harrys a little shorter verage on the wheel and they dont those at Sun n Fun could walk up than I am-hes 5 feet 8 inches-and respond real quickly The elevator is close to it as it basked on the flightshyhe could fit in it better than me I let easy enough to handle and during line in the warm Florida sun listen to him fly my Robin for an hour that takeoffs and landings it tracks down its Wright cough and growl and feel morning to get used to that type airshy the runway with no problem at all the wind rip through their hair from plane and so when we got back he got I think by the time I look at the airshy its prop blast as it taxied into position in the Travel Air He didnt do any taxi speed while taking off Im probably for takeoff Waldron and Wooldridges testing at all-just went to the end of showing around 60 mph and Im airshy Model 10-0 is a cherished aeronautishythe field and took off He made a great borne at that time The visibility is cal treasure from yesteryear

10 JULY 2007

gt- The 10-Ds z

~ actually very good I was surprised ltJ)

~ because when youre sitting up there ~ youre almost looking out your side window but you can lean forward in 0

~ the turns and look right up through ~r--j iii that skylight in the roof

eart~~ition X middot PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE OF PARTNERSHIP OsarEAA We just picked up my wifes new 2008 Escape Limited and recently my new 2008 F-350 XLT lariat Crew Cab 4x4 The Ford Partner Recognition Program is terrific Being able to go on-line and search the actual dealer inventory is nice but being able to custom order the exact vehicle and equipment and still get the X-plan pricing is almost as good as being aFord employee We really enjoy our new vehicles and the smiles we frequently get from other drivers is just amazing

Best regards

Howard B Laytonsville MD

EAA Member

The Ford Escape and Ford F-Series Super Duty two of Americas best selling vehicles have been redesigned for the 2008 model year The 2008 Escape offers the capability and styling of a traditional SUV with the benefits of crossover construction The Ford F-Series Super Duty continues to be the leader in its truck segment offering best-in-class payload gross vehicle weight ratings (GVWR) and trailer tow ratings Already leaders in the industry these two vehicles add bold new looks to newly enhanced capabilities making them sure favorites with consumers looking to blend style and performance

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

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

Certain restrictions apply Available at participating dealers Please refer to wwweaaorg or call BOO-B43-3612

~e mazca JAGUAR LINCOLN MERCURY

rvOllto Travel Air

flllr poce cnbi lIIonapolW-

Making new cowling around a dummy engine

Wing is ready to cover

JULY 2007 6

saw so he purchased the Robin and hauled it back to Florida He worked diligently to restore it and get it flyshying again and shared some photos of the completed Curtiss Robin with Nelson She must have been pleased with the final result because as Walshydron shares She told Jim Ward our mutual friend to call Ron and tell him to come get the Travel Air 10-D I think the Travel Air was her husbands favorite airplane before he died and she had been offered quite a bit of money for it previously but

We just have a goodtimeshy

if its Dot fUD we dODt do it

-Harry Wooldridge

she didnt want to sell it (to anyone else) He bought it in 1970 and died in 1978 so the Travel Air had been hanging up in the loft in her hangar for more than 30 years

The larger Travel Air Model 6000 preceded the Model 10-D and in a company ad of the era the 10-D monoplane was touted as filling the needs of the traveling executive who wishes to fly personally also of the mail or express line operatorThe owner has at his command all the

speed of the fast sport airplane and also enjoys the driving relaxation posshysible in the larger and normally more stable ships It was also advertised as having a cruising speed of 110 mph and a high speed of 130 mph and a landing speed of SO mph Historian Joseph Juptner states in US Civil Airshycraft Volume 3 that from a casual comparison of the two it is easy to see that the Model 10 laid the groundshywork for the Model 15 Curtiss-Wright Sedan that was developed a year or so later So the Model lO-D though of short production run secured its own niche in aviation history

According to Waldron NC418N snl0-2011 was manufactured in 1929 as far as we know only 11 Model 10-Ds were built I talked to Smithsonian a few times and quite a few other people and it seems that three airplanes went to Mexico in the 1930s three crashed and were taken off the FAA rolls and we dont know what happened to the others

In August 1930 the Travel Air Co sold NC418N to Herman Carus of Ilshylinois for the sum of $5500 In March 1944 Julio Corsini became its owner for a short while until Albert Carstens bought it the following year In May 1946 the airplane flew away from Ilshylinois when Donald Briscoe of Idaho bought it It changed hands five more times in Idaho culminating with Dean Wilsons purchase in September 1963

is Waldron had the opportunity to 9 talk with one of the Idaho owners ~ and says Apparently the guy who z ~ owned it in the 19S0s was the last ~ one to fly it He said he used to go ~ with his son on hunting trips to the U mountains and he flew it out of 800shy

foot strips with all their deer in it-so the plane can get off the ground with a load in it The last airworthiness certificate was issued in 1955 and the paperwork with that said it had a toshytal time of 1050 hours

In 1970 NC418N left Idaho for California (via highway) when Spenshycer Nelson bought it and took it to El Cajon Throughout NC418Ns life it experienced its share of wingtip strut and prop repairs and in 1953 its owner removed the original 2S0-hp Wright

Whirlwind R-760 and installed a 225shyhp Jacobs L-4R-7SS Fortunately the original Wright engine stayed with the airplane as the Model lO-D changed owners and aside from some missing parts and pieces-such as the seats windscreen and instruments-it was a pretty complete airplane when we saw it the first time in El Cajon reshycalls Waldron adding with a chuckle but on the way out to get it I said to my friend Harry Wooldridge Im not going to buy this project if it doesnt have a prop because Id had such a hard time finding one for the Robin So we got out there and they drug the prop down out of the loft Just looking at it it looked fantastic We bought the airplane loaded everything up and hauled it back home to Florida Then we sent the prop to the prop shop and they found corrosion in the shank So there I was back in the marshyket for an expensive Hamilton Stanshydard ground-adjustable prop

Restoation Tealft Both Waldron and Wooldridge enshy

joy working on old airplanes Walshydron has restored several Stearmans and built a Travel Air 4000 replica and Wooldridge has built several repshylicas including a Siemens-Schuckert and a Nieuport 28 Wooldridge says that restoring the Model 10-D was pretty easy it was designed in the 1920s so everything was old techshynology-almost like a homebuilt airshyplane It was just a matter of doing all the work that needed to be done We just have a good time-if its not fun we dont do it

With that attitude they make a good team for not only are they longstanding friends and neighbors but they each have their own areas of expertise Wooldridge put his gasshywelding skills to work on the fuseshylage while Waldron started working on the spruce wing ribs and spars and wingtip bows The metal leadshy

ing edges and spars were in good shape because it was dry in California where they were stored By the time I got the wings done Harry was done with the fuselage so he started covshyering the wings with Ceconite and I

VINTAGE AIRPLANE 7

Stylish cowling latches

z w C) 0

() w Z 0

ai ~ 0

~ ()

~ ()

~ I

1929 10-D ~ ~--------------------------------~Each wing root fuel tank holds 35 gallons This logo is embroidered on the rear seat

The 10-Ds instrument panel

started putting new wood fairings on the fuselage and fitting plywood in the interior

Since there werent any seats with the 10-D project they fabricated their own Wooldridge welded the frames and they shipped the front seats to a company in California that inshystalled wicker on the seat backs To enhance cabin comfort the twosome

JULY 2007

decided to use cushions for the seat bottoms and the bench seat in the back-which incidentally has some hidden storage space beneath it in addition to the compartment behind the seat which carries 125 pounds of baggage And they hired a local shop to upholster the entire interior in a soft two-tone gray complete with the Travel Air logo tastefully embroidered

The 30-by-S main landing gear facilishytates smooth landings Tall wheels like these were a necessity on the grassshyfield airports so prevalent during the golden age of aviation

in green on the rear seat back Speaking of seats Waldron conshy

fesses with a laugh that when he flew the 10-D his knees were up around my chin theres not much room for a 6-foot 3-inch person up there But its really a neat old airplane-I wish I was a little bit younger and smaller so I could fly it more I have a hard time getting in and out of it with bad

8

Note the adiustable horizontal stabilizer including the exposed mechanism below the fuselage

Heres a look inside the cowling

knees its really tight The two men made a new instrushy

ment panel for the airplane by using the old one as a pattern and with the help of their friend Jerry Impellezzeri of California they located and purshychased the mag switch and instrushyments The wood control wheels are original and Waldron suspects that the wheels were complete circles to begin with but that someone along the way cut them down to have more legroom in the front seats

Theres a little story behind the main landing gear wheels that are on the Travel Air today according to Waldron who recounts with a chuckle Jim Ward and Spencer Nelshyson were driving out through the desshyert one day back in the 1960s and saw an old farm wagon They said Look at that-that looks like airplane wheels on that wagon So they pulled into the place and looked at it Sure enough there were two N3N-type 30shyby-5 wheels on it so Spencer says to the owner You want to sell me those wheels And the guy says Well Ill sell you the whole wagon for $20 They gave him the money took the wheels off and went on their way

The original Wright engine was

overhauled by Mike Connor in Georshygia according to Waldron and in orshyder to facilitate the fabrication and fit of the engine cowling Connor loaned me a dummy engine to use and Harry and I both did the sheet metal work Wooldridge painted the Travel Air using his tool of choice-a high-volume low-pressure systemshyto apply the Air-Tech coatings and the final Forest Green and Diana Cream topcoats

Challenges If you ask Waldron what challenges

he and Wooldridge encountered durshying the restoration he responds withshyout a moments hesitation Money he says with a good-natured laugh And along with that were practishycal mechanical challenges such as making the control system work Its got pulleys and cables that you cant imagine on it says Waldron elaborating It has kind of a unique control wheel system thats run by a chain drive between the two wheels and then it s got cables going down from that to pulleys it really is elaboshyrate Travel Air used two cables for up and for down elevator so we had to run double cables there and then we

had to run two cables back to the rudshyder and fasten them with bell cranks While we were at it we made the swiveling tail wheel into a steerable tail wheel

The Travel Airs trim system had its own intricacies to be worked out Waldron describes it as having an overhead crank in the cabin conshynected to a long shaft that travels the length of the fuselage-with four universal joints on it-to the front of the stabilizer where a gear turns the trim wheel thats attached to the stabilizer The whole stabilizer and the front bottom brace rods travel up and down Its a pretty interesting arshyrangement Those brace rods actushyally stick down below the fuselage kind of hanging out in the breeze But back then they werent worried about streamlining

The Model 10-Ds wingspan is 43 feet 6 inches and the wing installashytion process posed another challenge They were quite heavy due to the allshywood construction and the large fuel tank (35-ga llon capacity) inside each wing root along with the fabric covshyering and coatings So Waldron and Wooldridge devised their own instalshylation system by having four guys

VINTAGE A IRPLANE 9

JJI~~~E1~~ ~ Landings are a pleasure too since t~~-2iJ 1E the Model lO-D has oleo-spring shock

Ron Waldron and Harry Wooldridge with their Travel Air Modell0-D struts in its outrigger gear and tail

wheel Wooldridge observed that when he was flying solo it felt very light on the tail during a three-point landing

It felt that way because when I touched the brakes theyd catch suddenly and it felt like the tail was coming up but I think the strut was just extending a little bit and it wasnt actually coming up explains Wooldridge adding The first time I ever had anybody in the back seat I could tell that a little more weight back there helped But I can hardly make a bad landing with that big gear it just settles right down and stays there

hoist the wings up and put them on landing with it and we must have had T easu e f olD top of some scaffolding That way we 50 people standing out by the runway Yesteyea could roll it right up to the airplane watching that day After languishing quietly for deshyand that helped Wooldridge also had the honor cades in a hangar loft NC418N is

of flying it down to Sun n Fun this proudly flying through the skies once Flying Chaacteistics year and describes it as an honest more its striking silhouette stark

When it came time to test those airplane with no surprises in either against a crystal-blue sky Yes the Travel Air wings it was Wooldridge ground handling or in flight When Travel Air Model 10-D is just one of who stepped through the wide doorshy I first flew it I expected it to fly like those airplanes-the kind that finds a way and settled into the pilots seat an old airplane-heavy on the aileshy way to beguile two longtime aviation while Waldron stayed by the side of the rons because you dont have any leshy buddies to bring it back to life And grass runway Harrys a little shorter verage on the wheel and they dont those at Sun n Fun could walk up than I am-hes 5 feet 8 inches-and respond real quickly The elevator is close to it as it basked on the flightshyhe could fit in it better than me I let easy enough to handle and during line in the warm Florida sun listen to him fly my Robin for an hour that takeoffs and landings it tracks down its Wright cough and growl and feel morning to get used to that type airshy the runway with no problem at all the wind rip through their hair from plane and so when we got back he got I think by the time I look at the airshy its prop blast as it taxied into position in the Travel Air He didnt do any taxi speed while taking off Im probably for takeoff Waldron and Wooldridges testing at all-just went to the end of showing around 60 mph and Im airshy Model 10-0 is a cherished aeronautishythe field and took off He made a great borne at that time The visibility is cal treasure from yesteryear

10 JULY 2007

gt- The 10-Ds z

~ actually very good I was surprised ltJ)

~ because when youre sitting up there ~ youre almost looking out your side window but you can lean forward in 0

~ the turns and look right up through ~r--j iii that skylight in the roof

eart~~ition X middot PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE OF PARTNERSHIP OsarEAA We just picked up my wifes new 2008 Escape Limited and recently my new 2008 F-350 XLT lariat Crew Cab 4x4 The Ford Partner Recognition Program is terrific Being able to go on-line and search the actual dealer inventory is nice but being able to custom order the exact vehicle and equipment and still get the X-plan pricing is almost as good as being aFord employee We really enjoy our new vehicles and the smiles we frequently get from other drivers is just amazing

Best regards

Howard B Laytonsville MD

EAA Member

The Ford Escape and Ford F-Series Super Duty two of Americas best selling vehicles have been redesigned for the 2008 model year The 2008 Escape offers the capability and styling of a traditional SUV with the benefits of crossover construction The Ford F-Series Super Duty continues to be the leader in its truck segment offering best-in-class payload gross vehicle weight ratings (GVWR) and trailer tow ratings Already leaders in the industry these two vehicles add bold new looks to newly enhanced capabilities making them sure favorites with consumers looking to blend style and performance

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

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

Certain restrictions apply Available at participating dealers Please refer to wwweaaorg or call BOO-B43-3612

~e mazca JAGUAR LINCOLN MERCURY

saw so he purchased the Robin and hauled it back to Florida He worked diligently to restore it and get it flyshying again and shared some photos of the completed Curtiss Robin with Nelson She must have been pleased with the final result because as Walshydron shares She told Jim Ward our mutual friend to call Ron and tell him to come get the Travel Air 10-D I think the Travel Air was her husbands favorite airplane before he died and she had been offered quite a bit of money for it previously but

We just have a goodtimeshy

if its Dot fUD we dODt do it

-Harry Wooldridge

she didnt want to sell it (to anyone else) He bought it in 1970 and died in 1978 so the Travel Air had been hanging up in the loft in her hangar for more than 30 years

The larger Travel Air Model 6000 preceded the Model 10-D and in a company ad of the era the 10-D monoplane was touted as filling the needs of the traveling executive who wishes to fly personally also of the mail or express line operatorThe owner has at his command all the

speed of the fast sport airplane and also enjoys the driving relaxation posshysible in the larger and normally more stable ships It was also advertised as having a cruising speed of 110 mph and a high speed of 130 mph and a landing speed of SO mph Historian Joseph Juptner states in US Civil Airshycraft Volume 3 that from a casual comparison of the two it is easy to see that the Model 10 laid the groundshywork for the Model 15 Curtiss-Wright Sedan that was developed a year or so later So the Model lO-D though of short production run secured its own niche in aviation history

According to Waldron NC418N snl0-2011 was manufactured in 1929 as far as we know only 11 Model 10-Ds were built I talked to Smithsonian a few times and quite a few other people and it seems that three airplanes went to Mexico in the 1930s three crashed and were taken off the FAA rolls and we dont know what happened to the others

In August 1930 the Travel Air Co sold NC418N to Herman Carus of Ilshylinois for the sum of $5500 In March 1944 Julio Corsini became its owner for a short while until Albert Carstens bought it the following year In May 1946 the airplane flew away from Ilshylinois when Donald Briscoe of Idaho bought it It changed hands five more times in Idaho culminating with Dean Wilsons purchase in September 1963

is Waldron had the opportunity to 9 talk with one of the Idaho owners ~ and says Apparently the guy who z ~ owned it in the 19S0s was the last ~ one to fly it He said he used to go ~ with his son on hunting trips to the U mountains and he flew it out of 800shy

foot strips with all their deer in it-so the plane can get off the ground with a load in it The last airworthiness certificate was issued in 1955 and the paperwork with that said it had a toshytal time of 1050 hours

In 1970 NC418N left Idaho for California (via highway) when Spenshycer Nelson bought it and took it to El Cajon Throughout NC418Ns life it experienced its share of wingtip strut and prop repairs and in 1953 its owner removed the original 2S0-hp Wright

Whirlwind R-760 and installed a 225shyhp Jacobs L-4R-7SS Fortunately the original Wright engine stayed with the airplane as the Model lO-D changed owners and aside from some missing parts and pieces-such as the seats windscreen and instruments-it was a pretty complete airplane when we saw it the first time in El Cajon reshycalls Waldron adding with a chuckle but on the way out to get it I said to my friend Harry Wooldridge Im not going to buy this project if it doesnt have a prop because Id had such a hard time finding one for the Robin So we got out there and they drug the prop down out of the loft Just looking at it it looked fantastic We bought the airplane loaded everything up and hauled it back home to Florida Then we sent the prop to the prop shop and they found corrosion in the shank So there I was back in the marshyket for an expensive Hamilton Stanshydard ground-adjustable prop

Restoation Tealft Both Waldron and Wooldridge enshy

joy working on old airplanes Walshydron has restored several Stearmans and built a Travel Air 4000 replica and Wooldridge has built several repshylicas including a Siemens-Schuckert and a Nieuport 28 Wooldridge says that restoring the Model 10-D was pretty easy it was designed in the 1920s so everything was old techshynology-almost like a homebuilt airshyplane It was just a matter of doing all the work that needed to be done We just have a good time-if its not fun we dont do it

With that attitude they make a good team for not only are they longstanding friends and neighbors but they each have their own areas of expertise Wooldridge put his gasshywelding skills to work on the fuseshylage while Waldron started working on the spruce wing ribs and spars and wingtip bows The metal leadshy

ing edges and spars were in good shape because it was dry in California where they were stored By the time I got the wings done Harry was done with the fuselage so he started covshyering the wings with Ceconite and I

VINTAGE AIRPLANE 7

Stylish cowling latches

z w C) 0

() w Z 0

ai ~ 0

~ ()

~ ()

~ I

1929 10-D ~ ~--------------------------------~Each wing root fuel tank holds 35 gallons This logo is embroidered on the rear seat

The 10-Ds instrument panel

started putting new wood fairings on the fuselage and fitting plywood in the interior

Since there werent any seats with the 10-D project they fabricated their own Wooldridge welded the frames and they shipped the front seats to a company in California that inshystalled wicker on the seat backs To enhance cabin comfort the twosome

JULY 2007

decided to use cushions for the seat bottoms and the bench seat in the back-which incidentally has some hidden storage space beneath it in addition to the compartment behind the seat which carries 125 pounds of baggage And they hired a local shop to upholster the entire interior in a soft two-tone gray complete with the Travel Air logo tastefully embroidered

The 30-by-S main landing gear facilishytates smooth landings Tall wheels like these were a necessity on the grassshyfield airports so prevalent during the golden age of aviation

in green on the rear seat back Speaking of seats Waldron conshy

fesses with a laugh that when he flew the 10-D his knees were up around my chin theres not much room for a 6-foot 3-inch person up there But its really a neat old airplane-I wish I was a little bit younger and smaller so I could fly it more I have a hard time getting in and out of it with bad

8

Note the adiustable horizontal stabilizer including the exposed mechanism below the fuselage

Heres a look inside the cowling

knees its really tight The two men made a new instrushy

ment panel for the airplane by using the old one as a pattern and with the help of their friend Jerry Impellezzeri of California they located and purshychased the mag switch and instrushyments The wood control wheels are original and Waldron suspects that the wheels were complete circles to begin with but that someone along the way cut them down to have more legroom in the front seats

Theres a little story behind the main landing gear wheels that are on the Travel Air today according to Waldron who recounts with a chuckle Jim Ward and Spencer Nelshyson were driving out through the desshyert one day back in the 1960s and saw an old farm wagon They said Look at that-that looks like airplane wheels on that wagon So they pulled into the place and looked at it Sure enough there were two N3N-type 30shyby-5 wheels on it so Spencer says to the owner You want to sell me those wheels And the guy says Well Ill sell you the whole wagon for $20 They gave him the money took the wheels off and went on their way

The original Wright engine was

overhauled by Mike Connor in Georshygia according to Waldron and in orshyder to facilitate the fabrication and fit of the engine cowling Connor loaned me a dummy engine to use and Harry and I both did the sheet metal work Wooldridge painted the Travel Air using his tool of choice-a high-volume low-pressure systemshyto apply the Air-Tech coatings and the final Forest Green and Diana Cream topcoats

Challenges If you ask Waldron what challenges

he and Wooldridge encountered durshying the restoration he responds withshyout a moments hesitation Money he says with a good-natured laugh And along with that were practishycal mechanical challenges such as making the control system work Its got pulleys and cables that you cant imagine on it says Waldron elaborating It has kind of a unique control wheel system thats run by a chain drive between the two wheels and then it s got cables going down from that to pulleys it really is elaboshyrate Travel Air used two cables for up and for down elevator so we had to run double cables there and then we

had to run two cables back to the rudshyder and fasten them with bell cranks While we were at it we made the swiveling tail wheel into a steerable tail wheel

The Travel Airs trim system had its own intricacies to be worked out Waldron describes it as having an overhead crank in the cabin conshynected to a long shaft that travels the length of the fuselage-with four universal joints on it-to the front of the stabilizer where a gear turns the trim wheel thats attached to the stabilizer The whole stabilizer and the front bottom brace rods travel up and down Its a pretty interesting arshyrangement Those brace rods actushyally stick down below the fuselage kind of hanging out in the breeze But back then they werent worried about streamlining

The Model 10-Ds wingspan is 43 feet 6 inches and the wing installashytion process posed another challenge They were quite heavy due to the allshywood construction and the large fuel tank (35-ga llon capacity) inside each wing root along with the fabric covshyering and coatings So Waldron and Wooldridge devised their own instalshylation system by having four guys

VINTAGE A IRPLANE 9

JJI~~~E1~~ ~ Landings are a pleasure too since t~~-2iJ 1E the Model lO-D has oleo-spring shock

Ron Waldron and Harry Wooldridge with their Travel Air Modell0-D struts in its outrigger gear and tail

wheel Wooldridge observed that when he was flying solo it felt very light on the tail during a three-point landing

It felt that way because when I touched the brakes theyd catch suddenly and it felt like the tail was coming up but I think the strut was just extending a little bit and it wasnt actually coming up explains Wooldridge adding The first time I ever had anybody in the back seat I could tell that a little more weight back there helped But I can hardly make a bad landing with that big gear it just settles right down and stays there

hoist the wings up and put them on landing with it and we must have had T easu e f olD top of some scaffolding That way we 50 people standing out by the runway Yesteyea could roll it right up to the airplane watching that day After languishing quietly for deshyand that helped Wooldridge also had the honor cades in a hangar loft NC418N is

of flying it down to Sun n Fun this proudly flying through the skies once Flying Chaacteistics year and describes it as an honest more its striking silhouette stark

When it came time to test those airplane with no surprises in either against a crystal-blue sky Yes the Travel Air wings it was Wooldridge ground handling or in flight When Travel Air Model 10-D is just one of who stepped through the wide doorshy I first flew it I expected it to fly like those airplanes-the kind that finds a way and settled into the pilots seat an old airplane-heavy on the aileshy way to beguile two longtime aviation while Waldron stayed by the side of the rons because you dont have any leshy buddies to bring it back to life And grass runway Harrys a little shorter verage on the wheel and they dont those at Sun n Fun could walk up than I am-hes 5 feet 8 inches-and respond real quickly The elevator is close to it as it basked on the flightshyhe could fit in it better than me I let easy enough to handle and during line in the warm Florida sun listen to him fly my Robin for an hour that takeoffs and landings it tracks down its Wright cough and growl and feel morning to get used to that type airshy the runway with no problem at all the wind rip through their hair from plane and so when we got back he got I think by the time I look at the airshy its prop blast as it taxied into position in the Travel Air He didnt do any taxi speed while taking off Im probably for takeoff Waldron and Wooldridges testing at all-just went to the end of showing around 60 mph and Im airshy Model 10-0 is a cherished aeronautishythe field and took off He made a great borne at that time The visibility is cal treasure from yesteryear

10 JULY 2007

gt- The 10-Ds z

~ actually very good I was surprised ltJ)

~ because when youre sitting up there ~ youre almost looking out your side window but you can lean forward in 0

~ the turns and look right up through ~r--j iii that skylight in the roof

eart~~ition X middot PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE OF PARTNERSHIP OsarEAA We just picked up my wifes new 2008 Escape Limited and recently my new 2008 F-350 XLT lariat Crew Cab 4x4 The Ford Partner Recognition Program is terrific Being able to go on-line and search the actual dealer inventory is nice but being able to custom order the exact vehicle and equipment and still get the X-plan pricing is almost as good as being aFord employee We really enjoy our new vehicles and the smiles we frequently get from other drivers is just amazing

Best regards

Howard B Laytonsville MD

EAA Member

The Ford Escape and Ford F-Series Super Duty two of Americas best selling vehicles have been redesigned for the 2008 model year The 2008 Escape offers the capability and styling of a traditional SUV with the benefits of crossover construction The Ford F-Series Super Duty continues to be the leader in its truck segment offering best-in-class payload gross vehicle weight ratings (GVWR) and trailer tow ratings Already leaders in the industry these two vehicles add bold new looks to newly enhanced capabilities making them sure favorites with consumers looking to blend style and performance

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

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

Certain restrictions apply Available at participating dealers Please refer to wwweaaorg or call BOO-B43-3612

~e mazca JAGUAR LINCOLN MERCURY

Stylish cowling latches

z w C) 0

() w Z 0

ai ~ 0

~ ()

~ ()

~ I

1929 10-D ~ ~--------------------------------~Each wing root fuel tank holds 35 gallons This logo is embroidered on the rear seat

The 10-Ds instrument panel

started putting new wood fairings on the fuselage and fitting plywood in the interior

Since there werent any seats with the 10-D project they fabricated their own Wooldridge welded the frames and they shipped the front seats to a company in California that inshystalled wicker on the seat backs To enhance cabin comfort the twosome

JULY 2007

decided to use cushions for the seat bottoms and the bench seat in the back-which incidentally has some hidden storage space beneath it in addition to the compartment behind the seat which carries 125 pounds of baggage And they hired a local shop to upholster the entire interior in a soft two-tone gray complete with the Travel Air logo tastefully embroidered

The 30-by-S main landing gear facilishytates smooth landings Tall wheels like these were a necessity on the grassshyfield airports so prevalent during the golden age of aviation

in green on the rear seat back Speaking of seats Waldron conshy

fesses with a laugh that when he flew the 10-D his knees were up around my chin theres not much room for a 6-foot 3-inch person up there But its really a neat old airplane-I wish I was a little bit younger and smaller so I could fly it more I have a hard time getting in and out of it with bad

8

Note the adiustable horizontal stabilizer including the exposed mechanism below the fuselage

Heres a look inside the cowling

knees its really tight The two men made a new instrushy

ment panel for the airplane by using the old one as a pattern and with the help of their friend Jerry Impellezzeri of California they located and purshychased the mag switch and instrushyments The wood control wheels are original and Waldron suspects that the wheels were complete circles to begin with but that someone along the way cut them down to have more legroom in the front seats

Theres a little story behind the main landing gear wheels that are on the Travel Air today according to Waldron who recounts with a chuckle Jim Ward and Spencer Nelshyson were driving out through the desshyert one day back in the 1960s and saw an old farm wagon They said Look at that-that looks like airplane wheels on that wagon So they pulled into the place and looked at it Sure enough there were two N3N-type 30shyby-5 wheels on it so Spencer says to the owner You want to sell me those wheels And the guy says Well Ill sell you the whole wagon for $20 They gave him the money took the wheels off and went on their way

The original Wright engine was

overhauled by Mike Connor in Georshygia according to Waldron and in orshyder to facilitate the fabrication and fit of the engine cowling Connor loaned me a dummy engine to use and Harry and I both did the sheet metal work Wooldridge painted the Travel Air using his tool of choice-a high-volume low-pressure systemshyto apply the Air-Tech coatings and the final Forest Green and Diana Cream topcoats

Challenges If you ask Waldron what challenges

he and Wooldridge encountered durshying the restoration he responds withshyout a moments hesitation Money he says with a good-natured laugh And along with that were practishycal mechanical challenges such as making the control system work Its got pulleys and cables that you cant imagine on it says Waldron elaborating It has kind of a unique control wheel system thats run by a chain drive between the two wheels and then it s got cables going down from that to pulleys it really is elaboshyrate Travel Air used two cables for up and for down elevator so we had to run double cables there and then we

had to run two cables back to the rudshyder and fasten them with bell cranks While we were at it we made the swiveling tail wheel into a steerable tail wheel

The Travel Airs trim system had its own intricacies to be worked out Waldron describes it as having an overhead crank in the cabin conshynected to a long shaft that travels the length of the fuselage-with four universal joints on it-to the front of the stabilizer where a gear turns the trim wheel thats attached to the stabilizer The whole stabilizer and the front bottom brace rods travel up and down Its a pretty interesting arshyrangement Those brace rods actushyally stick down below the fuselage kind of hanging out in the breeze But back then they werent worried about streamlining

The Model 10-Ds wingspan is 43 feet 6 inches and the wing installashytion process posed another challenge They were quite heavy due to the allshywood construction and the large fuel tank (35-ga llon capacity) inside each wing root along with the fabric covshyering and coatings So Waldron and Wooldridge devised their own instalshylation system by having four guys

VINTAGE A IRPLANE 9

JJI~~~E1~~ ~ Landings are a pleasure too since t~~-2iJ 1E the Model lO-D has oleo-spring shock

Ron Waldron and Harry Wooldridge with their Travel Air Modell0-D struts in its outrigger gear and tail

wheel Wooldridge observed that when he was flying solo it felt very light on the tail during a three-point landing

It felt that way because when I touched the brakes theyd catch suddenly and it felt like the tail was coming up but I think the strut was just extending a little bit and it wasnt actually coming up explains Wooldridge adding The first time I ever had anybody in the back seat I could tell that a little more weight back there helped But I can hardly make a bad landing with that big gear it just settles right down and stays there

hoist the wings up and put them on landing with it and we must have had T easu e f olD top of some scaffolding That way we 50 people standing out by the runway Yesteyea could roll it right up to the airplane watching that day After languishing quietly for deshyand that helped Wooldridge also had the honor cades in a hangar loft NC418N is

of flying it down to Sun n Fun this proudly flying through the skies once Flying Chaacteistics year and describes it as an honest more its striking silhouette stark

When it came time to test those airplane with no surprises in either against a crystal-blue sky Yes the Travel Air wings it was Wooldridge ground handling or in flight When Travel Air Model 10-D is just one of who stepped through the wide doorshy I first flew it I expected it to fly like those airplanes-the kind that finds a way and settled into the pilots seat an old airplane-heavy on the aileshy way to beguile two longtime aviation while Waldron stayed by the side of the rons because you dont have any leshy buddies to bring it back to life And grass runway Harrys a little shorter verage on the wheel and they dont those at Sun n Fun could walk up than I am-hes 5 feet 8 inches-and respond real quickly The elevator is close to it as it basked on the flightshyhe could fit in it better than me I let easy enough to handle and during line in the warm Florida sun listen to him fly my Robin for an hour that takeoffs and landings it tracks down its Wright cough and growl and feel morning to get used to that type airshy the runway with no problem at all the wind rip through their hair from plane and so when we got back he got I think by the time I look at the airshy its prop blast as it taxied into position in the Travel Air He didnt do any taxi speed while taking off Im probably for takeoff Waldron and Wooldridges testing at all-just went to the end of showing around 60 mph and Im airshy Model 10-0 is a cherished aeronautishythe field and took off He made a great borne at that time The visibility is cal treasure from yesteryear

10 JULY 2007

gt- The 10-Ds z

~ actually very good I was surprised ltJ)

~ because when youre sitting up there ~ youre almost looking out your side window but you can lean forward in 0

~ the turns and look right up through ~r--j iii that skylight in the roof

eart~~ition X middot PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE OF PARTNERSHIP OsarEAA We just picked up my wifes new 2008 Escape Limited and recently my new 2008 F-350 XLT lariat Crew Cab 4x4 The Ford Partner Recognition Program is terrific Being able to go on-line and search the actual dealer inventory is nice but being able to custom order the exact vehicle and equipment and still get the X-plan pricing is almost as good as being aFord employee We really enjoy our new vehicles and the smiles we frequently get from other drivers is just amazing

Best regards

Howard B Laytonsville MD

EAA Member

The Ford Escape and Ford F-Series Super Duty two of Americas best selling vehicles have been redesigned for the 2008 model year The 2008 Escape offers the capability and styling of a traditional SUV with the benefits of crossover construction The Ford F-Series Super Duty continues to be the leader in its truck segment offering best-in-class payload gross vehicle weight ratings (GVWR) and trailer tow ratings Already leaders in the industry these two vehicles add bold new looks to newly enhanced capabilities making them sure favorites with consumers looking to blend style and performance

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

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

Certain restrictions apply Available at participating dealers Please refer to wwweaaorg or call BOO-B43-3612

~e mazca JAGUAR LINCOLN MERCURY

Note the adiustable horizontal stabilizer including the exposed mechanism below the fuselage

Heres a look inside the cowling

knees its really tight The two men made a new instrushy

ment panel for the airplane by using the old one as a pattern and with the help of their friend Jerry Impellezzeri of California they located and purshychased the mag switch and instrushyments The wood control wheels are original and Waldron suspects that the wheels were complete circles to begin with but that someone along the way cut them down to have more legroom in the front seats

Theres a little story behind the main landing gear wheels that are on the Travel Air today according to Waldron who recounts with a chuckle Jim Ward and Spencer Nelshyson were driving out through the desshyert one day back in the 1960s and saw an old farm wagon They said Look at that-that looks like airplane wheels on that wagon So they pulled into the place and looked at it Sure enough there were two N3N-type 30shyby-5 wheels on it so Spencer says to the owner You want to sell me those wheels And the guy says Well Ill sell you the whole wagon for $20 They gave him the money took the wheels off and went on their way

The original Wright engine was

overhauled by Mike Connor in Georshygia according to Waldron and in orshyder to facilitate the fabrication and fit of the engine cowling Connor loaned me a dummy engine to use and Harry and I both did the sheet metal work Wooldridge painted the Travel Air using his tool of choice-a high-volume low-pressure systemshyto apply the Air-Tech coatings and the final Forest Green and Diana Cream topcoats

Challenges If you ask Waldron what challenges

he and Wooldridge encountered durshying the restoration he responds withshyout a moments hesitation Money he says with a good-natured laugh And along with that were practishycal mechanical challenges such as making the control system work Its got pulleys and cables that you cant imagine on it says Waldron elaborating It has kind of a unique control wheel system thats run by a chain drive between the two wheels and then it s got cables going down from that to pulleys it really is elaboshyrate Travel Air used two cables for up and for down elevator so we had to run double cables there and then we

had to run two cables back to the rudshyder and fasten them with bell cranks While we were at it we made the swiveling tail wheel into a steerable tail wheel

The Travel Airs trim system had its own intricacies to be worked out Waldron describes it as having an overhead crank in the cabin conshynected to a long shaft that travels the length of the fuselage-with four universal joints on it-to the front of the stabilizer where a gear turns the trim wheel thats attached to the stabilizer The whole stabilizer and the front bottom brace rods travel up and down Its a pretty interesting arshyrangement Those brace rods actushyally stick down below the fuselage kind of hanging out in the breeze But back then they werent worried about streamlining

The Model 10-Ds wingspan is 43 feet 6 inches and the wing installashytion process posed another challenge They were quite heavy due to the allshywood construction and the large fuel tank (35-ga llon capacity) inside each wing root along with the fabric covshyering and coatings So Waldron and Wooldridge devised their own instalshylation system by having four guys

VINTAGE A IRPLANE 9

JJI~~~E1~~ ~ Landings are a pleasure too since t~~-2iJ 1E the Model lO-D has oleo-spring shock

Ron Waldron and Harry Wooldridge with their Travel Air Modell0-D struts in its outrigger gear and tail

wheel Wooldridge observed that when he was flying solo it felt very light on the tail during a three-point landing

It felt that way because when I touched the brakes theyd catch suddenly and it felt like the tail was coming up but I think the strut was just extending a little bit and it wasnt actually coming up explains Wooldridge adding The first time I ever had anybody in the back seat I could tell that a little more weight back there helped But I can hardly make a bad landing with that big gear it just settles right down and stays there

hoist the wings up and put them on landing with it and we must have had T easu e f olD top of some scaffolding That way we 50 people standing out by the runway Yesteyea could roll it right up to the airplane watching that day After languishing quietly for deshyand that helped Wooldridge also had the honor cades in a hangar loft NC418N is

of flying it down to Sun n Fun this proudly flying through the skies once Flying Chaacteistics year and describes it as an honest more its striking silhouette stark

When it came time to test those airplane with no surprises in either against a crystal-blue sky Yes the Travel Air wings it was Wooldridge ground handling or in flight When Travel Air Model 10-D is just one of who stepped through the wide doorshy I first flew it I expected it to fly like those airplanes-the kind that finds a way and settled into the pilots seat an old airplane-heavy on the aileshy way to beguile two longtime aviation while Waldron stayed by the side of the rons because you dont have any leshy buddies to bring it back to life And grass runway Harrys a little shorter verage on the wheel and they dont those at Sun n Fun could walk up than I am-hes 5 feet 8 inches-and respond real quickly The elevator is close to it as it basked on the flightshyhe could fit in it better than me I let easy enough to handle and during line in the warm Florida sun listen to him fly my Robin for an hour that takeoffs and landings it tracks down its Wright cough and growl and feel morning to get used to that type airshy the runway with no problem at all the wind rip through their hair from plane and so when we got back he got I think by the time I look at the airshy its prop blast as it taxied into position in the Travel Air He didnt do any taxi speed while taking off Im probably for takeoff Waldron and Wooldridges testing at all-just went to the end of showing around 60 mph and Im airshy Model 10-0 is a cherished aeronautishythe field and took off He made a great borne at that time The visibility is cal treasure from yesteryear

10 JULY 2007

gt- The 10-Ds z

~ actually very good I was surprised ltJ)

~ because when youre sitting up there ~ youre almost looking out your side window but you can lean forward in 0

~ the turns and look right up through ~r--j iii that skylight in the roof

eart~~ition X middot PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE OF PARTNERSHIP OsarEAA We just picked up my wifes new 2008 Escape Limited and recently my new 2008 F-350 XLT lariat Crew Cab 4x4 The Ford Partner Recognition Program is terrific Being able to go on-line and search the actual dealer inventory is nice but being able to custom order the exact vehicle and equipment and still get the X-plan pricing is almost as good as being aFord employee We really enjoy our new vehicles and the smiles we frequently get from other drivers is just amazing

Best regards

Howard B Laytonsville MD

EAA Member

The Ford Escape and Ford F-Series Super Duty two of Americas best selling vehicles have been redesigned for the 2008 model year The 2008 Escape offers the capability and styling of a traditional SUV with the benefits of crossover construction The Ford F-Series Super Duty continues to be the leader in its truck segment offering best-in-class payload gross vehicle weight ratings (GVWR) and trailer tow ratings Already leaders in the industry these two vehicles add bold new looks to newly enhanced capabilities making them sure favorites with consumers looking to blend style and performance

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

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

Certain restrictions apply Available at participating dealers Please refer to wwweaaorg or call BOO-B43-3612

~e mazca JAGUAR LINCOLN MERCURY

JJI~~~E1~~ ~ Landings are a pleasure too since t~~-2iJ 1E the Model lO-D has oleo-spring shock

Ron Waldron and Harry Wooldridge with their Travel Air Modell0-D struts in its outrigger gear and tail

wheel Wooldridge observed that when he was flying solo it felt very light on the tail during a three-point landing

It felt that way because when I touched the brakes theyd catch suddenly and it felt like the tail was coming up but I think the strut was just extending a little bit and it wasnt actually coming up explains Wooldridge adding The first time I ever had anybody in the back seat I could tell that a little more weight back there helped But I can hardly make a bad landing with that big gear it just settles right down and stays there

hoist the wings up and put them on landing with it and we must have had T easu e f olD top of some scaffolding That way we 50 people standing out by the runway Yesteyea could roll it right up to the airplane watching that day After languishing quietly for deshyand that helped Wooldridge also had the honor cades in a hangar loft NC418N is

of flying it down to Sun n Fun this proudly flying through the skies once Flying Chaacteistics year and describes it as an honest more its striking silhouette stark

When it came time to test those airplane with no surprises in either against a crystal-blue sky Yes the Travel Air wings it was Wooldridge ground handling or in flight When Travel Air Model 10-D is just one of who stepped through the wide doorshy I first flew it I expected it to fly like those airplanes-the kind that finds a way and settled into the pilots seat an old airplane-heavy on the aileshy way to beguile two longtime aviation while Waldron stayed by the side of the rons because you dont have any leshy buddies to bring it back to life And grass runway Harrys a little shorter verage on the wheel and they dont those at Sun n Fun could walk up than I am-hes 5 feet 8 inches-and respond real quickly The elevator is close to it as it basked on the flightshyhe could fit in it better than me I let easy enough to handle and during line in the warm Florida sun listen to him fly my Robin for an hour that takeoffs and landings it tracks down its Wright cough and growl and feel morning to get used to that type airshy the runway with no problem at all the wind rip through their hair from plane and so when we got back he got I think by the time I look at the airshy its prop blast as it taxied into position in the Travel Air He didnt do any taxi speed while taking off Im probably for takeoff Waldron and Wooldridges testing at all-just went to the end of showing around 60 mph and Im airshy Model 10-0 is a cherished aeronautishythe field and took off He made a great borne at that time The visibility is cal treasure from yesteryear

10 JULY 2007

gt- The 10-Ds z

~ actually very good I was surprised ltJ)

~ because when youre sitting up there ~ youre almost looking out your side window but you can lean forward in 0

~ the turns and look right up through ~r--j iii that skylight in the roof

eart~~ition X middot PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE OF PARTNERSHIP OsarEAA We just picked up my wifes new 2008 Escape Limited and recently my new 2008 F-350 XLT lariat Crew Cab 4x4 The Ford Partner Recognition Program is terrific Being able to go on-line and search the actual dealer inventory is nice but being able to custom order the exact vehicle and equipment and still get the X-plan pricing is almost as good as being aFord employee We really enjoy our new vehicles and the smiles we frequently get from other drivers is just amazing

Best regards

Howard B Laytonsville MD

EAA Member

The Ford Escape and Ford F-Series Super Duty two of Americas best selling vehicles have been redesigned for the 2008 model year The 2008 Escape offers the capability and styling of a traditional SUV with the benefits of crossover construction The Ford F-Series Super Duty continues to be the leader in its truck segment offering best-in-class payload gross vehicle weight ratings (GVWR) and trailer tow ratings Already leaders in the industry these two vehicles add bold new looks to newly enhanced capabilities making them sure favorites with consumers looking to blend style and performance

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

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

Certain restrictions apply Available at participating dealers Please refer to wwweaaorg or call BOO-B43-3612

~e mazca JAGUAR LINCOLN MERCURY

eart~~ition X middot PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE OF PARTNERSHIP OsarEAA We just picked up my wifes new 2008 Escape Limited and recently my new 2008 F-350 XLT lariat Crew Cab 4x4 The Ford Partner Recognition Program is terrific Being able to go on-line and search the actual dealer inventory is nice but being able to custom order the exact vehicle and equipment and still get the X-plan pricing is almost as good as being aFord employee We really enjoy our new vehicles and the smiles we frequently get from other drivers is just amazing

Best regards

Howard B Laytonsville MD

EAA Member

The Ford Escape and Ford F-Series Super Duty two of Americas best selling vehicles have been redesigned for the 2008 model year The 2008 Escape offers the capability and styling of a traditional SUV with the benefits of crossover construction The Ford F-Series Super Duty continues to be the leader in its truck segment offering best-in-class payload gross vehicle weight ratings (GVWR) and trailer tow ratings Already leaders in the industry these two vehicles add bold new looks to newly enhanced capabilities making them sure favorites with consumers looking to blend style and performance

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

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

Certain restrictions apply Available at participating dealers Please refer to wwweaaorg or call BOO-B43-3612

~e mazca JAGUAR LINCOLN MERCURY

oun eerln af c$hltec$h

VAA volunteers are the key to a great AirVenture

Have you been looking for a way to become more involved at Oshshykosh I know it seems ridiculous but have you already looked at the planes three times and are having a hard time explaining to friends and family that you truly need to be at Oshkosh for the entire week

I have a great solution-one they will accept handily and which will provide you with more opportunishyties to see even more airplanes If you have volunteered at Oshkosh you are nodding in agreement at this wellshykept secret If you have yet to volunshyteer what are you waiting for 12 JULY 2007

BY PArry TRISH DORLAC

I am partial to both volunteershying and volunteers because my husshyband and I have been a part of the Vintage family of volunteers for alshymost two decades We are raising our children to volunteer at AirVenture along with several other families who have also made this a family tradishytion What a great way to prepare the next generation and help them to maintain the passion and love for the experience we all have enjoyed at the worlds greatest fly-in

In the Vintage area I have found volunteering to be a way to comshypletely round out my Oshkosh expeshy

rience I have worked with all sorts of amazing folks from different counshytries and all around the United States I work with incredible people from all walks of life who bring amazing talshyents and great stories with them The volunteers I have worked with each year have become my friends and exshytended family

There are people who fly in drive in and trailer in just to work at AirshyVenture It is hard to believe at first but join us and I think you will soon find out why they do this Love for aviation brings us to Oshkosh each year and becoming involved keeps us

there Paul Poberezny says it best Its the airplanes that bring us together but it s the people that keep us comshying back

Anna Osborn operates our volunshyteer booth on the corner right in front of the VAA Red Barn If you would like to do something extra special this year go see Anna She and her aweshysome crew of volunteers will help you to sign up to volunteer in the Vintage division There are countless opporshytunities for everyone These include flightline work (walking involved) crowd control aircraft parking and various general operations No experishy

ence is necessary and training is proshyvided The Vintage area is a great place to be near airplanes and to enjoy both the sights and sounds of aviation

Back to my opening statements If you need to explain to someone why Oshkosh takes up so much of your time volunteer I will warn you though Volunteering can become addictive You wi ll meet people who spend additi onal vacation time at Oshkosh getting the place ready for the fly-in There are folks who spend hundreds of hours each year volunshyteering and can share countless stories about why they keep coming back

PHOTOS HG FRAUTSCHY AND STEVE MAYER

Still debating the idea If you are worried about commitment no probshylem There are no timecards schedshyules or paychecks to worry about Spend as little as a few hours helpshying out or dedicate as much time as you want We appreciate that you are willing to share your hard-earned time off with us and are grateful for any time you spend in our area Give it a try As our VAA president Geoff Robison says VAA is about parshyticipation Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE 13

The conclusion of the three-part story of the Thomas-Morse Aircraft Corporation

Part III BY AL KELCH

PHOTOS FROM THE WILLIAM T THOMAS JR COLLECTION VIA ROBERT G ELLIOTT

Preface two-part story in two 1960 issues of American Airman exshy1982-The following three-part article on the Thomasshy tensively researched by Frank Strand with a great deal oforigishy

Morse Aircraft Corp although extensively edited and further nal contact with William Thomas Sr researched by me should be credited to Robert G Elliott of Frank had permission to use all ofthe material he had gathshyDaytona Beach Florida who sought out William T Thomas ered to put together one more article specially tailored for VinshyJr still living in Daytona Beach Mr Thomas generously tage Airplane magazine on the Tommy-Morse Scout of World shared pictures and recollections of his father plus some mashy War I fame For the real Tommy buffs it would pay to seek Ollt terial from the personal collections of Paul D Wilson one of his extensive two-part story in the American Airman for June the three original test pilots Robert submitted to me fresh mashy and July 1960 Frank also did Profile No 68 published by Proshyterial on the earlier portions of the Thomas airplane venture file Publications Ltd PO Box 26 1A North St Leatherhead On researching several older articles I zeroed in on a wonderful Surrey England

REPRINTED FROM Vintage Airplane SEPTEMBER 1982

14 JULY 2007

ThomasmiddotMorse S4C fuselage final assembly before covermiddot Wing assembly and storage area in ThomasmiddotMorse plant ing Early models had lOOmiddothp Gnome engines however later ones had 80middothp Le Rhones

ThomasmiddotMorse machine shop area Note how all machines Wing fabrication section in Brindley Street plant Ithaca are powered by the one overhead shaft The US flag on wall New York has 48 stars

The S4 had been designed prior to the merger of the Thomas companies and the Morse Chain Co and was the prototype of the famous Tommy The 100-hp Gnome rotary was being built in the United States by The General Vehicle Co of Long Island City New York and was the choice of powershyplants for the new S4 After successful test flights for the Army an order was placed for 100 planes Thus was born a series of fighters that very much resembled those being produced in Model S4B seaplane on the quiet waters of Lake Cayuga Europe such as the Sopwith and Nieshyuport A new design the S4B with a shorter fuselage was designed simulshytaneously with America entering the war and an order for 100 Scouts using the 100-hp Gnome engine was delivshyered in November 1917 This plane had a top speed of 9S mph climbed to 7500 feet in 10 minutes and had a ceiling of 16000 feet

Model S4B powered with a lOO-hp Gnome rotary engine

Model S4C has straight trailing edge on top wing Standard 80-hp Le Rhone enshygine GFM machine guns were geared to fire through the propeller arc Cam acshytion and Conastanesco interruptor gear made this possible

Rotary Le Rhone on S4C Triangular-shaped metal section on fuselage side was a means of fairing the round motor to the flat fuselage side

16 JULY 2007

The Navy was not to be overshylooked and an identical version with twin floats designated the S5 was produced but due to the additional drag the Navy fighter had a lesser rate of climb and a lower top speed An order was placed by the Navy for six airplanes A further improvement of the S4B to the S4C and the immeshydiate need for additional advanced training planes moved the War Deshypartment to order 400 planes of the new design The major change was the elimination of cable aileron conshytrols in favor of the superior torque tube system Smaller ailerons and elevators a change to the 80-hp Le Rhone engine and provisions for carshyrying one machine gun were also inshycorporated

The change in the engine was prompted by the troublesome habit of the Gnome spewing gasoline into the cowling and catching fire in flight It was also reported to be more temperamental in starting than the Le Rhone The Le Rhone was manushyfactured by the Union Switch amp Sigshynal Co of Swissvale Pennsylvania By May 1918 the Tommy was found to be in service on nearly every Army Airfield in the country Addishytional orders followed in rapid sucshycession including an order for 150 planes placed in August and another for 400 These aircraft were not proshyduced due to contract cancellation in late 1918 after half of the parts were made

Somewhere between 600 and 650 S4B and S4C planes were delivered with enough spare parts to make 200 more Quality control during this peshyriod was far from todays standards with only one out of every 10 Tomshymys being flown by a company test pilot The best-looking Tommy the S4E was the last of the single-seatshyers and featured tapered wings and a completely new set of tail surfaces Only one was built in late 1918 and it was converted after the war for use as a racing plane and was seen on the National Air Race circuit

This signaled the end of the singleshyseat Scout which is certainly the best known of all the Thomas-Morse airshy

Cowl detail on Thomas-Morse S4C Note the smooth metal Two-place Model TM-23 Alert Pursuit flipped over by test work with beaded edges pilot Paul Wilson

side-by-side two-seat trainer constructed modified Scout with extended wing panels and widened fushyselage It was completed from drawing board to flight in 29 days Shown flying over Lake Cayuga it was the only design of BD Thomas

Thomas-Morse Model S4E with tapered top and bottom wings The forward section of the fuselage was rounded to eliminate the triangular metal fairing

First Boeing-built Thomas-Morse MB-3A used for tests at McCook Field (later Wright Field) Dayton Ohio McCook Field number P-259 military serial number AS 68237 and the engine was a 300-hp Wright Boeing underbid Thomas and thus took away the successful design that could have saved Thomas

planes and the one that will keep the one of the companys better designs memory of the company alive Many having better performance than the other airplanes designed during this single-seat airplanes on the same 80shyperiod did not reach production but hp Le Rhone engine were attempts to widen their scope The 57 was also a two-place with of manufacture The 56 was a tandem side-by-side seating and the 59 was two-seat trainer that was said to be a beefed-up version of the 56 with a

wider fuselage and the Wright radial engine Their engineering was getting better but the orders were not forthshycoming

Another similar effort to widen Thomas-Morses scope was the atshytempt at production of a series of pursuit p lanes The MB-1 using the heavy 400-hp Liberty engine was a h igh-wing monoplane with unusual design having lifting surfaces beshytween the two sets of lift struts and an extremely stubby nose to get the proper center of balance

The second attempt was a bishyplane with a 44S-hp geared Liberty engine The third attempt in this ser ies the MB3 reverted back to a single-seat fighter powered with a 300-hp Hispano-5uiza built by Wright-Martin First flown in Februshyary 1919 the MB3 had a top speed of 163 mph and climbed to 10000 feet in four minutes S2 seconds It

VI N TAGE AIRPLA N E 17

Thomas-Morse MB-S racer built for the 1921 National Air Races in Omaha It was not a winner

Thomas-Morse MB-7 racer with a 400-hp Wrigflt H-3 engine The aircraft was entered in the 1921 National Air Races with poor results

Thomas-Morse Model MB-24 Obshyservation plane With oddshy

appearing shorter wing on top it flew with splendid perforshy

mance and was easily handled according to test pilots

Thomas-Morse XP-13A Viper with 525-hp Pratt amp

Whitney R-1340-9 Wasp engine This last pursuit type

built by Thomas-Morse was attempted around 1930

18 JULY 2 007

was so much better than competshyitors that the Air Service ordered SO airplanes Procurement systems having changed a bid was let for 200 planes with the bids going out to all the industry The order to build the MB3A was granted to the Boeing Airplane Company of Seatshytle Washington due to its having the lowest bid This was a critical blow to the Thomas-Morse Aircraft Company which never fully recovshyered This order was also the estabshylishment of the Boeing Company in the aircraft manufacturing busishyness and the Boeing-Morse MB3A became the standard pursuit ship of the 1920s a stroke of fate that in hindsight seems grossly unfair

In the continuing struggle to surshyvive the company designed a twinshyengine airmail plane called the MB4 powered by Hisso engines of 300 hp and a double fuselage This plane was a complete failure A continued effort brought out two racing planes a bishyplane called the MB6 and the MB7 a high-wing parasol These planes saw action in the 1922 Pulitzer Race in Detroit but did not win

The company then turned its efshyforts to developing a new version of an all-metal airplane The MB9 and MB10 were two-seat trainers with inshy

verted gull-wings and corrugated skin similar to the Junkers and called Flyshying Washboards The TM33 racer the TM23 pursuit plane and an observashytion plane called the TM24 continshyued the effort The TM24 was nearly a success but in another quirk of fate it failed because of the airflow being diverted from the rudder by the gunshyner standing up in the rear cockpit This dealt the plane its death blow

Once more struggling to its feet the company produced the OX6 an all-metal observation plane powshyered by a 400-hp Pratt amp Whitney engine Six airplanes were delivered to the Air Corps for testing and the

One of the survivors This is the 54 Scout restored by Ernie Freeman (left) and re-restored and maintained today by his son Roger Freeman (right) The photo was taken at the Aerodrome 92 event in Guntersville Alabama

company continued improving the model with the final result being the XO-6B pursuit carrying a 424shyhp Pratt amp Whitney Wasp C engine It was a huge success and the final designation was 0-19 This was the last plane produced at Ithaca prior to the sale of the company in Aushygust 1929 to the Consolidated Airshycraft Co of Buffalo New York

Success was reaped by Consolishydation which moved the division to Buffalo and produced more than 170 of the 0-19 observation planes By this time WT Thomas the origishynal founder had left and Larry Bell became vice president of the corposhyration When Consolidated decided to move to California in 1934 the Thomas-Morse Division was abolshyished and many of the people went to work for Bell Aircraft formed by Larry Bell

The final bell had sounded and all that was left was the memory of a very valiant fight by a spirited group of people who created a mark in history best remembered by the Tommy-Morse Scout itself Several examples are in the hands of private owners including Jim Nissen from California Skeeter Carlson of Sposhy

kane Washington and last but not least the one that was flown every Sunday for years in the Rhinebeck Aerodrome show usually by the inshyimitable Cole Palen himself

The image of the Tommy is further etched in history by its appearances in innumerable movies such as

A Romance of the Air (1918) Wings The Lost Squadron Dawn Patrol Hells Angels Sky Devils Cock of the Air Heartbreak The Eagle and the Hawk Panama Flo Story of Vernon and Irene Castle Suzy Capt Eddie Men With Wings Lafayette Escadrille The Great Waldo Pepper The Amazing Howard Hughes (1978

TV movie) So from the 1918 film A Romance

of the Air to the 1978 TV film The Amazing Howard Hughes Tommys have been flying in the movies for more than 60 years probably lonshyger than any other aircraft

VINTAGE AIRPLANE 19

Getting an AampP Rating

You can do it BY KATHIE ERNST

Editors Note This is the first in a three-part series on earning your FAA airframe and powerplant mechanics cershytificates There are actually a couple of different methods one can use to earn the ratings and VAA member Kathie Ernst gets us started by highlighting the proshycess she used-HGF

Getting an AampP Rating Since I started flying a little over

a decade ago Ive had a strong deshysire to get an AampP (airframe and powshyerplant) rating I enjoyed flying so much that I felt it was important for me to get my mechanics certificate as well Like many of you I was workshying so I could n t attend a full-time mechan ics school operating under FAR Part 147 The only option left for me was to get the required knowledge by practical experience (FAR Part 6S Subpart D) and then get the FAAs approval to take the written exams and the oral and practical examinashytions that comprise the AampP rating FAR 6S77 states that

Each applicant for a mechanic cershytificate or rating must present either an appropriate graduation certificate or cershytificate of completion from a certified aviation maintenance technician school or documentary evidence satisfactory to the Administration orshy

(a) At least 18 months of practical experience with the procedures practices materials tools and equipment genershyally used in constructing maintaining or altering airframes or powerplants apshy20 JULY 2007

propriate to the rating sought or (b) At least 30 months of practical

experience concurrently performing the duties to both the airframe and powershyplant ratings

It is important to note that you

can work with more than one

mechanic I highly recommend doing

so because youll acquire a broader base of experience

Now this might seem like a dauntshying task considering the regulation requires 30 months of practical experishyence but with a little planning and pershysistence it can be accomplished And it will definitely be worth the effort

Here are a few suggestions to make the process a little easier

Find a rated mechanic to mentor you through this process You may know someone whose skills you ad-

mire-perhaps someone who is a friend or an acquaintance Most imshyportantly find someone who has the interest and time to get you through your AampP If at all possible find someone who has a good working relationship with FAA maintenance inspectors in your area (this is imporshytant because you need a Signature from an FAA maintenance inspector before you can apply to take the ratshying exams)

It is important to note that you can work with more than one meshychanic I highly recommend doing so because youll acquire a broader base of experience Again I cant stress enough how important it is to find AampPIIA (inspection authorization) mechanics who totally support you in your effort to get your rating Its a lot of hard work and you dont need anyone thwarting your efforts Unshyfortunately you may run into some people who will not encourage you to pursue your ratings in this way Dont let them discourage you Continue to search out the positive people out there who will help you succeed

The first thing Id recommend is to get a notebook and start logshyging your maintenance experience You don t need a special logbook a college notebook will suffice You just need something to keep track of your maintenance activities Evshyery time you work with a mechanic write down the date type of aircraft you worked on the maintenance

you helped perform and the time spent on the project Ask them to sign off the work and put down their AampP number (this will add leshygitimacy to your effort) Carry this notebook with you anytime youre at an airport as you never know when you might have the opportunity to add to your experience

In addition if youve worked on aircraft in the past try to log that in some format All that time counts toshyward your 30 months experience reshyquirement It can be challenging to compile that list in an understandable format Id suggest listing the experishyence by aircraft type in chronologishycal order Again be sure to document the aircraft N-number and mechanshyics name and AampP number

As soon as possible after youve made your decision to broaden your aviation knowledge and earn your AampP make an effort to meet with an FAA maintenance inspector from your local FAA flight standards disshytrict office (FSDO) Ask your meshychanic mentor for a referral and take the time to seek them out A great place to meet them is at an aircraft maintenancejlA renewal seminar in your area These are generally put on by your local FSDO and are listed on the FAA website More often than not theyre held during the winter months in the Midwest and in the northern United States

Some of the FAA maintenance people are required to attend these events and this is a great opportushynity to meet them If one wont be held anytime soon and if youre comfortable doing so pick up the phone and call the inspector at the FSDO Whether in person or over the phone introduce yourself and tell them youre working toward your AampP Explain that youre doing so usshying the practical experience requireshyments as detailed in FAR 6577 and then ask them what they would like to see in an AampP candidate

For instance do they want to see a detailed logbook of maintenance acshytivities or will a letter of recommenshydation from an AampPjIA suffice Every FSDO is a little different so find out

Mentors who have a positive attitude about helping you earn your mechanshyics certificates are critical to achieving your goal EAA member AampP j lA Mike Rohlman was a great help in providing Kathie Ernst the knowledge and experience she needed to fulfill the FAAs requirement for 30 months of experience before she could apply to take the mechanics exams

what the specific requirements are in your area Remember youll need the signature of an inspector on FAA Form 8610-2 before you can take the oral and practical tests so why not ask beforehand whats expected

Start a personal library of books and articles dealing with mainteshynance issues A couple of must haves include a current copy of FAA Advisory Circular 4113 and a copy of the latest version of the Fedshyeral Aviation Regulations for aviation maintenance technicians ASA Pubshylications publishes a handy set titled FAR AMT 2007 (or whatever year is current) It includes all the FARs that pertain to work done by AampP meshychanics plus pertinent advisory cirshyculars Make yourself familiar with the pertinent regulations regarding work as an AampP

Ask your mechanic mentor to recshyommend reading material There are numerous textbooks tapes and magshyazines to help you acquire the basic knowledge required of an AampP You can find these on the Internet or at your local pilot shop One publicashytion I found particularly helpful in unshyderstanding piston engines was Light Plane Maintenance published by Belshy

voir Publications 800-424-7887 or at wwwLightPlane-Maintenancecom

When your logbook shows youve met the 30-month requirement make an appointment to meet with an FAA maintenance inspector Take your maintenance logbook letter(s) of recommendation from the AampP IA mechanics with whom you ve worked and three copies of the apshyplication for the maintenance license (FAA Form 8610-2)

After reviewing your paperwork the maintenance inspector might sign your forms and youll be on your way The inspector may howshyever ask you questions to verify your experience level Dont worry Just relax and answer the questions to the best of your knowledge Reshymember youre not expected to know everything If the inspector finds youre not ready to take the exams he or she will suggest that you come back with a stronger unshyderstanding of those areas where you re weakest At this pOint you havent failed anything the inspecshytor is simply helping you learn the material you need know to qualify to take FAA exams

Once you have your inspectors VINTAGE AIRPLANE 2 1

there Paul Poberezny says it best Its the airplanes that bring us together but it s the people that keep us comshying back

Anna Osborn operates our volunshyteer booth on the corner right in front of the VAA Red Barn If you would like to do something extra special this year go see Anna She and her aweshysome crew of volunteers will help you to sign up to volunteer in the Vintage division There are countless opporshytunities for everyone These include flightline work (walking involved) crowd control aircraft parking and various general operations No experishy

ence is necessary and training is proshyvided The Vintage area is a great place to be near airplanes and to enjoy both the sights and sounds of aviation

Back to my opening statements If you need to explain to someone why Oshkosh takes up so much of your time volunteer I will warn you though Volunteering can become addictive You wi ll meet people who spend additi onal vacation time at Oshkosh getting the place ready for the fly-in There are folks who spend hundreds of hours each year volunshyteering and can share countless stories about why they keep coming back

PHOTOS HG FRAUTSCHY AND STEVE MAYER

Still debating the idea If you are worried about commitment no probshylem There are no timecards schedshyules or paychecks to worry about Spend as little as a few hours helpshying out or dedicate as much time as you want We appreciate that you are willing to share your hard-earned time off with us and are grateful for any time you spend in our area Give it a try As our VAA president Geoff Robison says VAA is about parshyticipation Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE 13

The conclusion of the three-part story of the Thomas-Morse Aircraft Corporation

Part III BY AL KELCH

PHOTOS FROM THE WILLIAM T THOMAS JR COLLECTION VIA ROBERT G ELLIOTT

Preface two-part story in two 1960 issues of American Airman exshy1982-The following three-part article on the Thomasshy tensively researched by Frank Strand with a great deal oforigishy

Morse Aircraft Corp although extensively edited and further nal contact with William Thomas Sr researched by me should be credited to Robert G Elliott of Frank had permission to use all ofthe material he had gathshyDaytona Beach Florida who sought out William T Thomas ered to put together one more article specially tailored for VinshyJr still living in Daytona Beach Mr Thomas generously tage Airplane magazine on the Tommy-Morse Scout of World shared pictures and recollections of his father plus some mashy War I fame For the real Tommy buffs it would pay to seek Ollt terial from the personal collections of Paul D Wilson one of his extensive two-part story in the American Airman for June the three original test pilots Robert submitted to me fresh mashy and July 1960 Frank also did Profile No 68 published by Proshyterial on the earlier portions of the Thomas airplane venture file Publications Ltd PO Box 26 1A North St Leatherhead On researching several older articles I zeroed in on a wonderful Surrey England

REPRINTED FROM Vintage Airplane SEPTEMBER 1982

14 JULY 2007

ThomasmiddotMorse S4C fuselage final assembly before covermiddot Wing assembly and storage area in ThomasmiddotMorse plant ing Early models had lOOmiddothp Gnome engines however later ones had 80middothp Le Rhones

ThomasmiddotMorse machine shop area Note how all machines Wing fabrication section in Brindley Street plant Ithaca are powered by the one overhead shaft The US flag on wall New York has 48 stars

The S4 had been designed prior to the merger of the Thomas companies and the Morse Chain Co and was the prototype of the famous Tommy The 100-hp Gnome rotary was being built in the United States by The General Vehicle Co of Long Island City New York and was the choice of powershyplants for the new S4 After successful test flights for the Army an order was placed for 100 planes Thus was born a series of fighters that very much resembled those being produced in Model S4B seaplane on the quiet waters of Lake Cayuga Europe such as the Sopwith and Nieshyuport A new design the S4B with a shorter fuselage was designed simulshytaneously with America entering the war and an order for 100 Scouts using the 100-hp Gnome engine was delivshyered in November 1917 This plane had a top speed of 9S mph climbed to 7500 feet in 10 minutes and had a ceiling of 16000 feet

Model S4B powered with a lOO-hp Gnome rotary engine

Model S4C has straight trailing edge on top wing Standard 80-hp Le Rhone enshygine GFM machine guns were geared to fire through the propeller arc Cam acshytion and Conastanesco interruptor gear made this possible

Rotary Le Rhone on S4C Triangular-shaped metal section on fuselage side was a means of fairing the round motor to the flat fuselage side

16 JULY 2007

The Navy was not to be overshylooked and an identical version with twin floats designated the S5 was produced but due to the additional drag the Navy fighter had a lesser rate of climb and a lower top speed An order was placed by the Navy for six airplanes A further improvement of the S4B to the S4C and the immeshydiate need for additional advanced training planes moved the War Deshypartment to order 400 planes of the new design The major change was the elimination of cable aileron conshytrols in favor of the superior torque tube system Smaller ailerons and elevators a change to the 80-hp Le Rhone engine and provisions for carshyrying one machine gun were also inshycorporated

The change in the engine was prompted by the troublesome habit of the Gnome spewing gasoline into the cowling and catching fire in flight It was also reported to be more temperamental in starting than the Le Rhone The Le Rhone was manushyfactured by the Union Switch amp Sigshynal Co of Swissvale Pennsylvania By May 1918 the Tommy was found to be in service on nearly every Army Airfield in the country Addishytional orders followed in rapid sucshycession including an order for 150 planes placed in August and another for 400 These aircraft were not proshyduced due to contract cancellation in late 1918 after half of the parts were made

Somewhere between 600 and 650 S4B and S4C planes were delivered with enough spare parts to make 200 more Quality control during this peshyriod was far from todays standards with only one out of every 10 Tomshymys being flown by a company test pilot The best-looking Tommy the S4E was the last of the single-seatshyers and featured tapered wings and a completely new set of tail surfaces Only one was built in late 1918 and it was converted after the war for use as a racing plane and was seen on the National Air Race circuit

This signaled the end of the singleshyseat Scout which is certainly the best known of all the Thomas-Morse airshy

Cowl detail on Thomas-Morse S4C Note the smooth metal Two-place Model TM-23 Alert Pursuit flipped over by test work with beaded edges pilot Paul Wilson

side-by-side two-seat trainer constructed modified Scout with extended wing panels and widened fushyselage It was completed from drawing board to flight in 29 days Shown flying over Lake Cayuga it was the only design of BD Thomas

Thomas-Morse Model S4E with tapered top and bottom wings The forward section of the fuselage was rounded to eliminate the triangular metal fairing

First Boeing-built Thomas-Morse MB-3A used for tests at McCook Field (later Wright Field) Dayton Ohio McCook Field number P-259 military serial number AS 68237 and the engine was a 300-hp Wright Boeing underbid Thomas and thus took away the successful design that could have saved Thomas

planes and the one that will keep the one of the companys better designs memory of the company alive Many having better performance than the other airplanes designed during this single-seat airplanes on the same 80shyperiod did not reach production but hp Le Rhone engine were attempts to widen their scope The 57 was also a two-place with of manufacture The 56 was a tandem side-by-side seating and the 59 was two-seat trainer that was said to be a beefed-up version of the 56 with a

wider fuselage and the Wright radial engine Their engineering was getting better but the orders were not forthshycoming

Another similar effort to widen Thomas-Morses scope was the atshytempt at production of a series of pursuit p lanes The MB-1 using the heavy 400-hp Liberty engine was a h igh-wing monoplane with unusual design having lifting surfaces beshytween the two sets of lift struts and an extremely stubby nose to get the proper center of balance

The second attempt was a bishyplane with a 44S-hp geared Liberty engine The third attempt in this ser ies the MB3 reverted back to a single-seat fighter powered with a 300-hp Hispano-5uiza built by Wright-Martin First flown in Februshyary 1919 the MB3 had a top speed of 163 mph and climbed to 10000 feet in four minutes S2 seconds It

VI N TAGE AIRPLA N E 17

Thomas-Morse MB-S racer built for the 1921 National Air Races in Omaha It was not a winner

Thomas-Morse MB-7 racer with a 400-hp Wrigflt H-3 engine The aircraft was entered in the 1921 National Air Races with poor results

Thomas-Morse Model MB-24 Obshyservation plane With oddshy

appearing shorter wing on top it flew with splendid perforshy

mance and was easily handled according to test pilots

Thomas-Morse XP-13A Viper with 525-hp Pratt amp

Whitney R-1340-9 Wasp engine This last pursuit type

built by Thomas-Morse was attempted around 1930

18 JULY 2 007

was so much better than competshyitors that the Air Service ordered SO airplanes Procurement systems having changed a bid was let for 200 planes with the bids going out to all the industry The order to build the MB3A was granted to the Boeing Airplane Company of Seatshytle Washington due to its having the lowest bid This was a critical blow to the Thomas-Morse Aircraft Company which never fully recovshyered This order was also the estabshylishment of the Boeing Company in the aircraft manufacturing busishyness and the Boeing-Morse MB3A became the standard pursuit ship of the 1920s a stroke of fate that in hindsight seems grossly unfair

In the continuing struggle to surshyvive the company designed a twinshyengine airmail plane called the MB4 powered by Hisso engines of 300 hp and a double fuselage This plane was a complete failure A continued effort brought out two racing planes a bishyplane called the MB6 and the MB7 a high-wing parasol These planes saw action in the 1922 Pulitzer Race in Detroit but did not win

The company then turned its efshyforts to developing a new version of an all-metal airplane The MB9 and MB10 were two-seat trainers with inshy

verted gull-wings and corrugated skin similar to the Junkers and called Flyshying Washboards The TM33 racer the TM23 pursuit plane and an observashytion plane called the TM24 continshyued the effort The TM24 was nearly a success but in another quirk of fate it failed because of the airflow being diverted from the rudder by the gunshyner standing up in the rear cockpit This dealt the plane its death blow

Once more struggling to its feet the company produced the OX6 an all-metal observation plane powshyered by a 400-hp Pratt amp Whitney engine Six airplanes were delivered to the Air Corps for testing and the

One of the survivors This is the 54 Scout restored by Ernie Freeman (left) and re-restored and maintained today by his son Roger Freeman (right) The photo was taken at the Aerodrome 92 event in Guntersville Alabama

company continued improving the model with the final result being the XO-6B pursuit carrying a 424shyhp Pratt amp Whitney Wasp C engine It was a huge success and the final designation was 0-19 This was the last plane produced at Ithaca prior to the sale of the company in Aushygust 1929 to the Consolidated Airshycraft Co of Buffalo New York

Success was reaped by Consolishydation which moved the division to Buffalo and produced more than 170 of the 0-19 observation planes By this time WT Thomas the origishynal founder had left and Larry Bell became vice president of the corposhyration When Consolidated decided to move to California in 1934 the Thomas-Morse Division was abolshyished and many of the people went to work for Bell Aircraft formed by Larry Bell

The final bell had sounded and all that was left was the memory of a very valiant fight by a spirited group of people who created a mark in history best remembered by the Tommy-Morse Scout itself Several examples are in the hands of private owners including Jim Nissen from California Skeeter Carlson of Sposhy

kane Washington and last but not least the one that was flown every Sunday for years in the Rhinebeck Aerodrome show usually by the inshyimitable Cole Palen himself

The image of the Tommy is further etched in history by its appearances in innumerable movies such as

A Romance of the Air (1918) Wings The Lost Squadron Dawn Patrol Hells Angels Sky Devils Cock of the Air Heartbreak The Eagle and the Hawk Panama Flo Story of Vernon and Irene Castle Suzy Capt Eddie Men With Wings Lafayette Escadrille The Great Waldo Pepper The Amazing Howard Hughes (1978

TV movie) So from the 1918 film A Romance

of the Air to the 1978 TV film The Amazing Howard Hughes Tommys have been flying in the movies for more than 60 years probably lonshyger than any other aircraft

VINTAGE AIRPLANE 19

Getting an AampP Rating

You can do it BY KATHIE ERNST

Editors Note This is the first in a three-part series on earning your FAA airframe and powerplant mechanics cershytificates There are actually a couple of different methods one can use to earn the ratings and VAA member Kathie Ernst gets us started by highlighting the proshycess she used-HGF

Getting an AampP Rating Since I started flying a little over

a decade ago Ive had a strong deshysire to get an AampP (airframe and powshyerplant) rating I enjoyed flying so much that I felt it was important for me to get my mechanics certificate as well Like many of you I was workshying so I could n t attend a full-time mechan ics school operating under FAR Part 147 The only option left for me was to get the required knowledge by practical experience (FAR Part 6S Subpart D) and then get the FAAs approval to take the written exams and the oral and practical examinashytions that comprise the AampP rating FAR 6S77 states that

Each applicant for a mechanic cershytificate or rating must present either an appropriate graduation certificate or cershytificate of completion from a certified aviation maintenance technician school or documentary evidence satisfactory to the Administration orshy

(a) At least 18 months of practical experience with the procedures practices materials tools and equipment genershyally used in constructing maintaining or altering airframes or powerplants apshy20 JULY 2007

propriate to the rating sought or (b) At least 30 months of practical

experience concurrently performing the duties to both the airframe and powershyplant ratings

It is important to note that you

can work with more than one

mechanic I highly recommend doing

so because youll acquire a broader base of experience

Now this might seem like a dauntshying task considering the regulation requires 30 months of practical experishyence but with a little planning and pershysistence it can be accomplished And it will definitely be worth the effort

Here are a few suggestions to make the process a little easier

Find a rated mechanic to mentor you through this process You may know someone whose skills you ad-

mire-perhaps someone who is a friend or an acquaintance Most imshyportantly find someone who has the interest and time to get you through your AampP If at all possible find someone who has a good working relationship with FAA maintenance inspectors in your area (this is imporshytant because you need a Signature from an FAA maintenance inspector before you can apply to take the ratshying exams)

It is important to note that you can work with more than one meshychanic I highly recommend doing so because youll acquire a broader base of experience Again I cant stress enough how important it is to find AampPIIA (inspection authorization) mechanics who totally support you in your effort to get your rating Its a lot of hard work and you dont need anyone thwarting your efforts Unshyfortunately you may run into some people who will not encourage you to pursue your ratings in this way Dont let them discourage you Continue to search out the positive people out there who will help you succeed

The first thing Id recommend is to get a notebook and start logshyging your maintenance experience You don t need a special logbook a college notebook will suffice You just need something to keep track of your maintenance activities Evshyery time you work with a mechanic write down the date type of aircraft you worked on the maintenance

you helped perform and the time spent on the project Ask them to sign off the work and put down their AampP number (this will add leshygitimacy to your effort) Carry this notebook with you anytime youre at an airport as you never know when you might have the opportunity to add to your experience

In addition if youve worked on aircraft in the past try to log that in some format All that time counts toshyward your 30 months experience reshyquirement It can be challenging to compile that list in an understandable format Id suggest listing the experishyence by aircraft type in chronologishycal order Again be sure to document the aircraft N-number and mechanshyics name and AampP number

As soon as possible after youve made your decision to broaden your aviation knowledge and earn your AampP make an effort to meet with an FAA maintenance inspector from your local FAA flight standards disshytrict office (FSDO) Ask your meshychanic mentor for a referral and take the time to seek them out A great place to meet them is at an aircraft maintenancejlA renewal seminar in your area These are generally put on by your local FSDO and are listed on the FAA website More often than not theyre held during the winter months in the Midwest and in the northern United States

Some of the FAA maintenance people are required to attend these events and this is a great opportushynity to meet them If one wont be held anytime soon and if youre comfortable doing so pick up the phone and call the inspector at the FSDO Whether in person or over the phone introduce yourself and tell them youre working toward your AampP Explain that youre doing so usshying the practical experience requireshyments as detailed in FAR 6577 and then ask them what they would like to see in an AampP candidate

For instance do they want to see a detailed logbook of maintenance acshytivities or will a letter of recommenshydation from an AampPjIA suffice Every FSDO is a little different so find out

Mentors who have a positive attitude about helping you earn your mechanshyics certificates are critical to achieving your goal EAA member AampP j lA Mike Rohlman was a great help in providing Kathie Ernst the knowledge and experience she needed to fulfill the FAAs requirement for 30 months of experience before she could apply to take the mechanics exams

what the specific requirements are in your area Remember youll need the signature of an inspector on FAA Form 8610-2 before you can take the oral and practical tests so why not ask beforehand whats expected

Start a personal library of books and articles dealing with mainteshynance issues A couple of must haves include a current copy of FAA Advisory Circular 4113 and a copy of the latest version of the Fedshyeral Aviation Regulations for aviation maintenance technicians ASA Pubshylications publishes a handy set titled FAR AMT 2007 (or whatever year is current) It includes all the FARs that pertain to work done by AampP meshychanics plus pertinent advisory cirshyculars Make yourself familiar with the pertinent regulations regarding work as an AampP

Ask your mechanic mentor to recshyommend reading material There are numerous textbooks tapes and magshyazines to help you acquire the basic knowledge required of an AampP You can find these on the Internet or at your local pilot shop One publicashytion I found particularly helpful in unshyderstanding piston engines was Light Plane Maintenance published by Belshy

voir Publications 800-424-7887 or at wwwLightPlane-Maintenancecom

When your logbook shows youve met the 30-month requirement make an appointment to meet with an FAA maintenance inspector Take your maintenance logbook letter(s) of recommendation from the AampP IA mechanics with whom you ve worked and three copies of the apshyplication for the maintenance license (FAA Form 8610-2)

After reviewing your paperwork the maintenance inspector might sign your forms and youll be on your way The inspector may howshyever ask you questions to verify your experience level Dont worry Just relax and answer the questions to the best of your knowledge Reshymember youre not expected to know everything If the inspector finds youre not ready to take the exams he or she will suggest that you come back with a stronger unshyderstanding of those areas where you re weakest At this pOint you havent failed anything the inspecshytor is simply helping you learn the material you need know to qualify to take FAA exams

Once you have your inspectors VINTAGE AIRPLANE 2 1

The conclusion of the three-part story of the Thomas-Morse Aircraft Corporation

Part III BY AL KELCH

PHOTOS FROM THE WILLIAM T THOMAS JR COLLECTION VIA ROBERT G ELLIOTT

Preface two-part story in two 1960 issues of American Airman exshy1982-The following three-part article on the Thomasshy tensively researched by Frank Strand with a great deal oforigishy

Morse Aircraft Corp although extensively edited and further nal contact with William Thomas Sr researched by me should be credited to Robert G Elliott of Frank had permission to use all ofthe material he had gathshyDaytona Beach Florida who sought out William T Thomas ered to put together one more article specially tailored for VinshyJr still living in Daytona Beach Mr Thomas generously tage Airplane magazine on the Tommy-Morse Scout of World shared pictures and recollections of his father plus some mashy War I fame For the real Tommy buffs it would pay to seek Ollt terial from the personal collections of Paul D Wilson one of his extensive two-part story in the American Airman for June the three original test pilots Robert submitted to me fresh mashy and July 1960 Frank also did Profile No 68 published by Proshyterial on the earlier portions of the Thomas airplane venture file Publications Ltd PO Box 26 1A North St Leatherhead On researching several older articles I zeroed in on a wonderful Surrey England

REPRINTED FROM Vintage Airplane SEPTEMBER 1982

14 JULY 2007

ThomasmiddotMorse S4C fuselage final assembly before covermiddot Wing assembly and storage area in ThomasmiddotMorse plant ing Early models had lOOmiddothp Gnome engines however later ones had 80middothp Le Rhones

ThomasmiddotMorse machine shop area Note how all machines Wing fabrication section in Brindley Street plant Ithaca are powered by the one overhead shaft The US flag on wall New York has 48 stars

The S4 had been designed prior to the merger of the Thomas companies and the Morse Chain Co and was the prototype of the famous Tommy The 100-hp Gnome rotary was being built in the United States by The General Vehicle Co of Long Island City New York and was the choice of powershyplants for the new S4 After successful test flights for the Army an order was placed for 100 planes Thus was born a series of fighters that very much resembled those being produced in Model S4B seaplane on the quiet waters of Lake Cayuga Europe such as the Sopwith and Nieshyuport A new design the S4B with a shorter fuselage was designed simulshytaneously with America entering the war and an order for 100 Scouts using the 100-hp Gnome engine was delivshyered in November 1917 This plane had a top speed of 9S mph climbed to 7500 feet in 10 minutes and had a ceiling of 16000 feet

Model S4B powered with a lOO-hp Gnome rotary engine

Model S4C has straight trailing edge on top wing Standard 80-hp Le Rhone enshygine GFM machine guns were geared to fire through the propeller arc Cam acshytion and Conastanesco interruptor gear made this possible

Rotary Le Rhone on S4C Triangular-shaped metal section on fuselage side was a means of fairing the round motor to the flat fuselage side

16 JULY 2007

The Navy was not to be overshylooked and an identical version with twin floats designated the S5 was produced but due to the additional drag the Navy fighter had a lesser rate of climb and a lower top speed An order was placed by the Navy for six airplanes A further improvement of the S4B to the S4C and the immeshydiate need for additional advanced training planes moved the War Deshypartment to order 400 planes of the new design The major change was the elimination of cable aileron conshytrols in favor of the superior torque tube system Smaller ailerons and elevators a change to the 80-hp Le Rhone engine and provisions for carshyrying one machine gun were also inshycorporated

The change in the engine was prompted by the troublesome habit of the Gnome spewing gasoline into the cowling and catching fire in flight It was also reported to be more temperamental in starting than the Le Rhone The Le Rhone was manushyfactured by the Union Switch amp Sigshynal Co of Swissvale Pennsylvania By May 1918 the Tommy was found to be in service on nearly every Army Airfield in the country Addishytional orders followed in rapid sucshycession including an order for 150 planes placed in August and another for 400 These aircraft were not proshyduced due to contract cancellation in late 1918 after half of the parts were made

Somewhere between 600 and 650 S4B and S4C planes were delivered with enough spare parts to make 200 more Quality control during this peshyriod was far from todays standards with only one out of every 10 Tomshymys being flown by a company test pilot The best-looking Tommy the S4E was the last of the single-seatshyers and featured tapered wings and a completely new set of tail surfaces Only one was built in late 1918 and it was converted after the war for use as a racing plane and was seen on the National Air Race circuit

This signaled the end of the singleshyseat Scout which is certainly the best known of all the Thomas-Morse airshy

Cowl detail on Thomas-Morse S4C Note the smooth metal Two-place Model TM-23 Alert Pursuit flipped over by test work with beaded edges pilot Paul Wilson

side-by-side two-seat trainer constructed modified Scout with extended wing panels and widened fushyselage It was completed from drawing board to flight in 29 days Shown flying over Lake Cayuga it was the only design of BD Thomas

Thomas-Morse Model S4E with tapered top and bottom wings The forward section of the fuselage was rounded to eliminate the triangular metal fairing

First Boeing-built Thomas-Morse MB-3A used for tests at McCook Field (later Wright Field) Dayton Ohio McCook Field number P-259 military serial number AS 68237 and the engine was a 300-hp Wright Boeing underbid Thomas and thus took away the successful design that could have saved Thomas

planes and the one that will keep the one of the companys better designs memory of the company alive Many having better performance than the other airplanes designed during this single-seat airplanes on the same 80shyperiod did not reach production but hp Le Rhone engine were attempts to widen their scope The 57 was also a two-place with of manufacture The 56 was a tandem side-by-side seating and the 59 was two-seat trainer that was said to be a beefed-up version of the 56 with a

wider fuselage and the Wright radial engine Their engineering was getting better but the orders were not forthshycoming

Another similar effort to widen Thomas-Morses scope was the atshytempt at production of a series of pursuit p lanes The MB-1 using the heavy 400-hp Liberty engine was a h igh-wing monoplane with unusual design having lifting surfaces beshytween the two sets of lift struts and an extremely stubby nose to get the proper center of balance

The second attempt was a bishyplane with a 44S-hp geared Liberty engine The third attempt in this ser ies the MB3 reverted back to a single-seat fighter powered with a 300-hp Hispano-5uiza built by Wright-Martin First flown in Februshyary 1919 the MB3 had a top speed of 163 mph and climbed to 10000 feet in four minutes S2 seconds It

VI N TAGE AIRPLA N E 17

Thomas-Morse MB-S racer built for the 1921 National Air Races in Omaha It was not a winner

Thomas-Morse MB-7 racer with a 400-hp Wrigflt H-3 engine The aircraft was entered in the 1921 National Air Races with poor results

Thomas-Morse Model MB-24 Obshyservation plane With oddshy

appearing shorter wing on top it flew with splendid perforshy

mance and was easily handled according to test pilots

Thomas-Morse XP-13A Viper with 525-hp Pratt amp

Whitney R-1340-9 Wasp engine This last pursuit type

built by Thomas-Morse was attempted around 1930

18 JULY 2 007

was so much better than competshyitors that the Air Service ordered SO airplanes Procurement systems having changed a bid was let for 200 planes with the bids going out to all the industry The order to build the MB3A was granted to the Boeing Airplane Company of Seatshytle Washington due to its having the lowest bid This was a critical blow to the Thomas-Morse Aircraft Company which never fully recovshyered This order was also the estabshylishment of the Boeing Company in the aircraft manufacturing busishyness and the Boeing-Morse MB3A became the standard pursuit ship of the 1920s a stroke of fate that in hindsight seems grossly unfair

In the continuing struggle to surshyvive the company designed a twinshyengine airmail plane called the MB4 powered by Hisso engines of 300 hp and a double fuselage This plane was a complete failure A continued effort brought out two racing planes a bishyplane called the MB6 and the MB7 a high-wing parasol These planes saw action in the 1922 Pulitzer Race in Detroit but did not win

The company then turned its efshyforts to developing a new version of an all-metal airplane The MB9 and MB10 were two-seat trainers with inshy

verted gull-wings and corrugated skin similar to the Junkers and called Flyshying Washboards The TM33 racer the TM23 pursuit plane and an observashytion plane called the TM24 continshyued the effort The TM24 was nearly a success but in another quirk of fate it failed because of the airflow being diverted from the rudder by the gunshyner standing up in the rear cockpit This dealt the plane its death blow

Once more struggling to its feet the company produced the OX6 an all-metal observation plane powshyered by a 400-hp Pratt amp Whitney engine Six airplanes were delivered to the Air Corps for testing and the

One of the survivors This is the 54 Scout restored by Ernie Freeman (left) and re-restored and maintained today by his son Roger Freeman (right) The photo was taken at the Aerodrome 92 event in Guntersville Alabama

company continued improving the model with the final result being the XO-6B pursuit carrying a 424shyhp Pratt amp Whitney Wasp C engine It was a huge success and the final designation was 0-19 This was the last plane produced at Ithaca prior to the sale of the company in Aushygust 1929 to the Consolidated Airshycraft Co of Buffalo New York

Success was reaped by Consolishydation which moved the division to Buffalo and produced more than 170 of the 0-19 observation planes By this time WT Thomas the origishynal founder had left and Larry Bell became vice president of the corposhyration When Consolidated decided to move to California in 1934 the Thomas-Morse Division was abolshyished and many of the people went to work for Bell Aircraft formed by Larry Bell

The final bell had sounded and all that was left was the memory of a very valiant fight by a spirited group of people who created a mark in history best remembered by the Tommy-Morse Scout itself Several examples are in the hands of private owners including Jim Nissen from California Skeeter Carlson of Sposhy

kane Washington and last but not least the one that was flown every Sunday for years in the Rhinebeck Aerodrome show usually by the inshyimitable Cole Palen himself

The image of the Tommy is further etched in history by its appearances in innumerable movies such as

A Romance of the Air (1918) Wings The Lost Squadron Dawn Patrol Hells Angels Sky Devils Cock of the Air Heartbreak The Eagle and the Hawk Panama Flo Story of Vernon and Irene Castle Suzy Capt Eddie Men With Wings Lafayette Escadrille The Great Waldo Pepper The Amazing Howard Hughes (1978

TV movie) So from the 1918 film A Romance

of the Air to the 1978 TV film The Amazing Howard Hughes Tommys have been flying in the movies for more than 60 years probably lonshyger than any other aircraft

VINTAGE AIRPLANE 19

Getting an AampP Rating

You can do it BY KATHIE ERNST

Editors Note This is the first in a three-part series on earning your FAA airframe and powerplant mechanics cershytificates There are actually a couple of different methods one can use to earn the ratings and VAA member Kathie Ernst gets us started by highlighting the proshycess she used-HGF

Getting an AampP Rating Since I started flying a little over

a decade ago Ive had a strong deshysire to get an AampP (airframe and powshyerplant) rating I enjoyed flying so much that I felt it was important for me to get my mechanics certificate as well Like many of you I was workshying so I could n t attend a full-time mechan ics school operating under FAR Part 147 The only option left for me was to get the required knowledge by practical experience (FAR Part 6S Subpart D) and then get the FAAs approval to take the written exams and the oral and practical examinashytions that comprise the AampP rating FAR 6S77 states that

Each applicant for a mechanic cershytificate or rating must present either an appropriate graduation certificate or cershytificate of completion from a certified aviation maintenance technician school or documentary evidence satisfactory to the Administration orshy

(a) At least 18 months of practical experience with the procedures practices materials tools and equipment genershyally used in constructing maintaining or altering airframes or powerplants apshy20 JULY 2007

propriate to the rating sought or (b) At least 30 months of practical

experience concurrently performing the duties to both the airframe and powershyplant ratings

It is important to note that you

can work with more than one

mechanic I highly recommend doing

so because youll acquire a broader base of experience

Now this might seem like a dauntshying task considering the regulation requires 30 months of practical experishyence but with a little planning and pershysistence it can be accomplished And it will definitely be worth the effort

Here are a few suggestions to make the process a little easier

Find a rated mechanic to mentor you through this process You may know someone whose skills you ad-

mire-perhaps someone who is a friend or an acquaintance Most imshyportantly find someone who has the interest and time to get you through your AampP If at all possible find someone who has a good working relationship with FAA maintenance inspectors in your area (this is imporshytant because you need a Signature from an FAA maintenance inspector before you can apply to take the ratshying exams)

It is important to note that you can work with more than one meshychanic I highly recommend doing so because youll acquire a broader base of experience Again I cant stress enough how important it is to find AampPIIA (inspection authorization) mechanics who totally support you in your effort to get your rating Its a lot of hard work and you dont need anyone thwarting your efforts Unshyfortunately you may run into some people who will not encourage you to pursue your ratings in this way Dont let them discourage you Continue to search out the positive people out there who will help you succeed

The first thing Id recommend is to get a notebook and start logshyging your maintenance experience You don t need a special logbook a college notebook will suffice You just need something to keep track of your maintenance activities Evshyery time you work with a mechanic write down the date type of aircraft you worked on the maintenance

you helped perform and the time spent on the project Ask them to sign off the work and put down their AampP number (this will add leshygitimacy to your effort) Carry this notebook with you anytime youre at an airport as you never know when you might have the opportunity to add to your experience

In addition if youve worked on aircraft in the past try to log that in some format All that time counts toshyward your 30 months experience reshyquirement It can be challenging to compile that list in an understandable format Id suggest listing the experishyence by aircraft type in chronologishycal order Again be sure to document the aircraft N-number and mechanshyics name and AampP number

As soon as possible after youve made your decision to broaden your aviation knowledge and earn your AampP make an effort to meet with an FAA maintenance inspector from your local FAA flight standards disshytrict office (FSDO) Ask your meshychanic mentor for a referral and take the time to seek them out A great place to meet them is at an aircraft maintenancejlA renewal seminar in your area These are generally put on by your local FSDO and are listed on the FAA website More often than not theyre held during the winter months in the Midwest and in the northern United States

Some of the FAA maintenance people are required to attend these events and this is a great opportushynity to meet them If one wont be held anytime soon and if youre comfortable doing so pick up the phone and call the inspector at the FSDO Whether in person or over the phone introduce yourself and tell them youre working toward your AampP Explain that youre doing so usshying the practical experience requireshyments as detailed in FAR 6577 and then ask them what they would like to see in an AampP candidate

For instance do they want to see a detailed logbook of maintenance acshytivities or will a letter of recommenshydation from an AampPjIA suffice Every FSDO is a little different so find out

Mentors who have a positive attitude about helping you earn your mechanshyics certificates are critical to achieving your goal EAA member AampP j lA Mike Rohlman was a great help in providing Kathie Ernst the knowledge and experience she needed to fulfill the FAAs requirement for 30 months of experience before she could apply to take the mechanics exams

what the specific requirements are in your area Remember youll need the signature of an inspector on FAA Form 8610-2 before you can take the oral and practical tests so why not ask beforehand whats expected

Start a personal library of books and articles dealing with mainteshynance issues A couple of must haves include a current copy of FAA Advisory Circular 4113 and a copy of the latest version of the Fedshyeral Aviation Regulations for aviation maintenance technicians ASA Pubshylications publishes a handy set titled FAR AMT 2007 (or whatever year is current) It includes all the FARs that pertain to work done by AampP meshychanics plus pertinent advisory cirshyculars Make yourself familiar with the pertinent regulations regarding work as an AampP

Ask your mechanic mentor to recshyommend reading material There are numerous textbooks tapes and magshyazines to help you acquire the basic knowledge required of an AampP You can find these on the Internet or at your local pilot shop One publicashytion I found particularly helpful in unshyderstanding piston engines was Light Plane Maintenance published by Belshy

voir Publications 800-424-7887 or at wwwLightPlane-Maintenancecom

When your logbook shows youve met the 30-month requirement make an appointment to meet with an FAA maintenance inspector Take your maintenance logbook letter(s) of recommendation from the AampP IA mechanics with whom you ve worked and three copies of the apshyplication for the maintenance license (FAA Form 8610-2)

After reviewing your paperwork the maintenance inspector might sign your forms and youll be on your way The inspector may howshyever ask you questions to verify your experience level Dont worry Just relax and answer the questions to the best of your knowledge Reshymember youre not expected to know everything If the inspector finds youre not ready to take the exams he or she will suggest that you come back with a stronger unshyderstanding of those areas where you re weakest At this pOint you havent failed anything the inspecshytor is simply helping you learn the material you need know to qualify to take FAA exams

Once you have your inspectors VINTAGE AIRPLANE 2 1

ThomasmiddotMorse S4C fuselage final assembly before covermiddot Wing assembly and storage area in ThomasmiddotMorse plant ing Early models had lOOmiddothp Gnome engines however later ones had 80middothp Le Rhones

ThomasmiddotMorse machine shop area Note how all machines Wing fabrication section in Brindley Street plant Ithaca are powered by the one overhead shaft The US flag on wall New York has 48 stars

The S4 had been designed prior to the merger of the Thomas companies and the Morse Chain Co and was the prototype of the famous Tommy The 100-hp Gnome rotary was being built in the United States by The General Vehicle Co of Long Island City New York and was the choice of powershyplants for the new S4 After successful test flights for the Army an order was placed for 100 planes Thus was born a series of fighters that very much resembled those being produced in Model S4B seaplane on the quiet waters of Lake Cayuga Europe such as the Sopwith and Nieshyuport A new design the S4B with a shorter fuselage was designed simulshytaneously with America entering the war and an order for 100 Scouts using the 100-hp Gnome engine was delivshyered in November 1917 This plane had a top speed of 9S mph climbed to 7500 feet in 10 minutes and had a ceiling of 16000 feet

Model S4B powered with a lOO-hp Gnome rotary engine

Model S4C has straight trailing edge on top wing Standard 80-hp Le Rhone enshygine GFM machine guns were geared to fire through the propeller arc Cam acshytion and Conastanesco interruptor gear made this possible

Rotary Le Rhone on S4C Triangular-shaped metal section on fuselage side was a means of fairing the round motor to the flat fuselage side

16 JULY 2007

The Navy was not to be overshylooked and an identical version with twin floats designated the S5 was produced but due to the additional drag the Navy fighter had a lesser rate of climb and a lower top speed An order was placed by the Navy for six airplanes A further improvement of the S4B to the S4C and the immeshydiate need for additional advanced training planes moved the War Deshypartment to order 400 planes of the new design The major change was the elimination of cable aileron conshytrols in favor of the superior torque tube system Smaller ailerons and elevators a change to the 80-hp Le Rhone engine and provisions for carshyrying one machine gun were also inshycorporated

The change in the engine was prompted by the troublesome habit of the Gnome spewing gasoline into the cowling and catching fire in flight It was also reported to be more temperamental in starting than the Le Rhone The Le Rhone was manushyfactured by the Union Switch amp Sigshynal Co of Swissvale Pennsylvania By May 1918 the Tommy was found to be in service on nearly every Army Airfield in the country Addishytional orders followed in rapid sucshycession including an order for 150 planes placed in August and another for 400 These aircraft were not proshyduced due to contract cancellation in late 1918 after half of the parts were made

Somewhere between 600 and 650 S4B and S4C planes were delivered with enough spare parts to make 200 more Quality control during this peshyriod was far from todays standards with only one out of every 10 Tomshymys being flown by a company test pilot The best-looking Tommy the S4E was the last of the single-seatshyers and featured tapered wings and a completely new set of tail surfaces Only one was built in late 1918 and it was converted after the war for use as a racing plane and was seen on the National Air Race circuit

This signaled the end of the singleshyseat Scout which is certainly the best known of all the Thomas-Morse airshy

Cowl detail on Thomas-Morse S4C Note the smooth metal Two-place Model TM-23 Alert Pursuit flipped over by test work with beaded edges pilot Paul Wilson

side-by-side two-seat trainer constructed modified Scout with extended wing panels and widened fushyselage It was completed from drawing board to flight in 29 days Shown flying over Lake Cayuga it was the only design of BD Thomas

Thomas-Morse Model S4E with tapered top and bottom wings The forward section of the fuselage was rounded to eliminate the triangular metal fairing

First Boeing-built Thomas-Morse MB-3A used for tests at McCook Field (later Wright Field) Dayton Ohio McCook Field number P-259 military serial number AS 68237 and the engine was a 300-hp Wright Boeing underbid Thomas and thus took away the successful design that could have saved Thomas

planes and the one that will keep the one of the companys better designs memory of the company alive Many having better performance than the other airplanes designed during this single-seat airplanes on the same 80shyperiod did not reach production but hp Le Rhone engine were attempts to widen their scope The 57 was also a two-place with of manufacture The 56 was a tandem side-by-side seating and the 59 was two-seat trainer that was said to be a beefed-up version of the 56 with a

wider fuselage and the Wright radial engine Their engineering was getting better but the orders were not forthshycoming

Another similar effort to widen Thomas-Morses scope was the atshytempt at production of a series of pursuit p lanes The MB-1 using the heavy 400-hp Liberty engine was a h igh-wing monoplane with unusual design having lifting surfaces beshytween the two sets of lift struts and an extremely stubby nose to get the proper center of balance

The second attempt was a bishyplane with a 44S-hp geared Liberty engine The third attempt in this ser ies the MB3 reverted back to a single-seat fighter powered with a 300-hp Hispano-5uiza built by Wright-Martin First flown in Februshyary 1919 the MB3 had a top speed of 163 mph and climbed to 10000 feet in four minutes S2 seconds It

VI N TAGE AIRPLA N E 17

Thomas-Morse MB-S racer built for the 1921 National Air Races in Omaha It was not a winner

Thomas-Morse MB-7 racer with a 400-hp Wrigflt H-3 engine The aircraft was entered in the 1921 National Air Races with poor results

Thomas-Morse Model MB-24 Obshyservation plane With oddshy

appearing shorter wing on top it flew with splendid perforshy

mance and was easily handled according to test pilots

Thomas-Morse XP-13A Viper with 525-hp Pratt amp

Whitney R-1340-9 Wasp engine This last pursuit type

built by Thomas-Morse was attempted around 1930

18 JULY 2 007

was so much better than competshyitors that the Air Service ordered SO airplanes Procurement systems having changed a bid was let for 200 planes with the bids going out to all the industry The order to build the MB3A was granted to the Boeing Airplane Company of Seatshytle Washington due to its having the lowest bid This was a critical blow to the Thomas-Morse Aircraft Company which never fully recovshyered This order was also the estabshylishment of the Boeing Company in the aircraft manufacturing busishyness and the Boeing-Morse MB3A became the standard pursuit ship of the 1920s a stroke of fate that in hindsight seems grossly unfair

In the continuing struggle to surshyvive the company designed a twinshyengine airmail plane called the MB4 powered by Hisso engines of 300 hp and a double fuselage This plane was a complete failure A continued effort brought out two racing planes a bishyplane called the MB6 and the MB7 a high-wing parasol These planes saw action in the 1922 Pulitzer Race in Detroit but did not win

The company then turned its efshyforts to developing a new version of an all-metal airplane The MB9 and MB10 were two-seat trainers with inshy

verted gull-wings and corrugated skin similar to the Junkers and called Flyshying Washboards The TM33 racer the TM23 pursuit plane and an observashytion plane called the TM24 continshyued the effort The TM24 was nearly a success but in another quirk of fate it failed because of the airflow being diverted from the rudder by the gunshyner standing up in the rear cockpit This dealt the plane its death blow

Once more struggling to its feet the company produced the OX6 an all-metal observation plane powshyered by a 400-hp Pratt amp Whitney engine Six airplanes were delivered to the Air Corps for testing and the

One of the survivors This is the 54 Scout restored by Ernie Freeman (left) and re-restored and maintained today by his son Roger Freeman (right) The photo was taken at the Aerodrome 92 event in Guntersville Alabama

company continued improving the model with the final result being the XO-6B pursuit carrying a 424shyhp Pratt amp Whitney Wasp C engine It was a huge success and the final designation was 0-19 This was the last plane produced at Ithaca prior to the sale of the company in Aushygust 1929 to the Consolidated Airshycraft Co of Buffalo New York

Success was reaped by Consolishydation which moved the division to Buffalo and produced more than 170 of the 0-19 observation planes By this time WT Thomas the origishynal founder had left and Larry Bell became vice president of the corposhyration When Consolidated decided to move to California in 1934 the Thomas-Morse Division was abolshyished and many of the people went to work for Bell Aircraft formed by Larry Bell

The final bell had sounded and all that was left was the memory of a very valiant fight by a spirited group of people who created a mark in history best remembered by the Tommy-Morse Scout itself Several examples are in the hands of private owners including Jim Nissen from California Skeeter Carlson of Sposhy

kane Washington and last but not least the one that was flown every Sunday for years in the Rhinebeck Aerodrome show usually by the inshyimitable Cole Palen himself

The image of the Tommy is further etched in history by its appearances in innumerable movies such as

A Romance of the Air (1918) Wings The Lost Squadron Dawn Patrol Hells Angels Sky Devils Cock of the Air Heartbreak The Eagle and the Hawk Panama Flo Story of Vernon and Irene Castle Suzy Capt Eddie Men With Wings Lafayette Escadrille The Great Waldo Pepper The Amazing Howard Hughes (1978

TV movie) So from the 1918 film A Romance

of the Air to the 1978 TV film The Amazing Howard Hughes Tommys have been flying in the movies for more than 60 years probably lonshyger than any other aircraft

VINTAGE AIRPLANE 19

Getting an AampP Rating

You can do it BY KATHIE ERNST

Editors Note This is the first in a three-part series on earning your FAA airframe and powerplant mechanics cershytificates There are actually a couple of different methods one can use to earn the ratings and VAA member Kathie Ernst gets us started by highlighting the proshycess she used-HGF

Getting an AampP Rating Since I started flying a little over

a decade ago Ive had a strong deshysire to get an AampP (airframe and powshyerplant) rating I enjoyed flying so much that I felt it was important for me to get my mechanics certificate as well Like many of you I was workshying so I could n t attend a full-time mechan ics school operating under FAR Part 147 The only option left for me was to get the required knowledge by practical experience (FAR Part 6S Subpart D) and then get the FAAs approval to take the written exams and the oral and practical examinashytions that comprise the AampP rating FAR 6S77 states that

Each applicant for a mechanic cershytificate or rating must present either an appropriate graduation certificate or cershytificate of completion from a certified aviation maintenance technician school or documentary evidence satisfactory to the Administration orshy

(a) At least 18 months of practical experience with the procedures practices materials tools and equipment genershyally used in constructing maintaining or altering airframes or powerplants apshy20 JULY 2007

propriate to the rating sought or (b) At least 30 months of practical

experience concurrently performing the duties to both the airframe and powershyplant ratings

It is important to note that you

can work with more than one

mechanic I highly recommend doing

so because youll acquire a broader base of experience

Now this might seem like a dauntshying task considering the regulation requires 30 months of practical experishyence but with a little planning and pershysistence it can be accomplished And it will definitely be worth the effort

Here are a few suggestions to make the process a little easier

Find a rated mechanic to mentor you through this process You may know someone whose skills you ad-

mire-perhaps someone who is a friend or an acquaintance Most imshyportantly find someone who has the interest and time to get you through your AampP If at all possible find someone who has a good working relationship with FAA maintenance inspectors in your area (this is imporshytant because you need a Signature from an FAA maintenance inspector before you can apply to take the ratshying exams)

It is important to note that you can work with more than one meshychanic I highly recommend doing so because youll acquire a broader base of experience Again I cant stress enough how important it is to find AampPIIA (inspection authorization) mechanics who totally support you in your effort to get your rating Its a lot of hard work and you dont need anyone thwarting your efforts Unshyfortunately you may run into some people who will not encourage you to pursue your ratings in this way Dont let them discourage you Continue to search out the positive people out there who will help you succeed

The first thing Id recommend is to get a notebook and start logshyging your maintenance experience You don t need a special logbook a college notebook will suffice You just need something to keep track of your maintenance activities Evshyery time you work with a mechanic write down the date type of aircraft you worked on the maintenance

you helped perform and the time spent on the project Ask them to sign off the work and put down their AampP number (this will add leshygitimacy to your effort) Carry this notebook with you anytime youre at an airport as you never know when you might have the opportunity to add to your experience

In addition if youve worked on aircraft in the past try to log that in some format All that time counts toshyward your 30 months experience reshyquirement It can be challenging to compile that list in an understandable format Id suggest listing the experishyence by aircraft type in chronologishycal order Again be sure to document the aircraft N-number and mechanshyics name and AampP number

As soon as possible after youve made your decision to broaden your aviation knowledge and earn your AampP make an effort to meet with an FAA maintenance inspector from your local FAA flight standards disshytrict office (FSDO) Ask your meshychanic mentor for a referral and take the time to seek them out A great place to meet them is at an aircraft maintenancejlA renewal seminar in your area These are generally put on by your local FSDO and are listed on the FAA website More often than not theyre held during the winter months in the Midwest and in the northern United States

Some of the FAA maintenance people are required to attend these events and this is a great opportushynity to meet them If one wont be held anytime soon and if youre comfortable doing so pick up the phone and call the inspector at the FSDO Whether in person or over the phone introduce yourself and tell them youre working toward your AampP Explain that youre doing so usshying the practical experience requireshyments as detailed in FAR 6577 and then ask them what they would like to see in an AampP candidate

For instance do they want to see a detailed logbook of maintenance acshytivities or will a letter of recommenshydation from an AampPjIA suffice Every FSDO is a little different so find out

Mentors who have a positive attitude about helping you earn your mechanshyics certificates are critical to achieving your goal EAA member AampP j lA Mike Rohlman was a great help in providing Kathie Ernst the knowledge and experience she needed to fulfill the FAAs requirement for 30 months of experience before she could apply to take the mechanics exams

what the specific requirements are in your area Remember youll need the signature of an inspector on FAA Form 8610-2 before you can take the oral and practical tests so why not ask beforehand whats expected

Start a personal library of books and articles dealing with mainteshynance issues A couple of must haves include a current copy of FAA Advisory Circular 4113 and a copy of the latest version of the Fedshyeral Aviation Regulations for aviation maintenance technicians ASA Pubshylications publishes a handy set titled FAR AMT 2007 (or whatever year is current) It includes all the FARs that pertain to work done by AampP meshychanics plus pertinent advisory cirshyculars Make yourself familiar with the pertinent regulations regarding work as an AampP

Ask your mechanic mentor to recshyommend reading material There are numerous textbooks tapes and magshyazines to help you acquire the basic knowledge required of an AampP You can find these on the Internet or at your local pilot shop One publicashytion I found particularly helpful in unshyderstanding piston engines was Light Plane Maintenance published by Belshy

voir Publications 800-424-7887 or at wwwLightPlane-Maintenancecom

When your logbook shows youve met the 30-month requirement make an appointment to meet with an FAA maintenance inspector Take your maintenance logbook letter(s) of recommendation from the AampP IA mechanics with whom you ve worked and three copies of the apshyplication for the maintenance license (FAA Form 8610-2)

After reviewing your paperwork the maintenance inspector might sign your forms and youll be on your way The inspector may howshyever ask you questions to verify your experience level Dont worry Just relax and answer the questions to the best of your knowledge Reshymember youre not expected to know everything If the inspector finds youre not ready to take the exams he or she will suggest that you come back with a stronger unshyderstanding of those areas where you re weakest At this pOint you havent failed anything the inspecshytor is simply helping you learn the material you need know to qualify to take FAA exams

Once you have your inspectors VINTAGE AIRPLANE 2 1

Model S4C has straight trailing edge on top wing Standard 80-hp Le Rhone enshygine GFM machine guns were geared to fire through the propeller arc Cam acshytion and Conastanesco interruptor gear made this possible

Rotary Le Rhone on S4C Triangular-shaped metal section on fuselage side was a means of fairing the round motor to the flat fuselage side

16 JULY 2007

The Navy was not to be overshylooked and an identical version with twin floats designated the S5 was produced but due to the additional drag the Navy fighter had a lesser rate of climb and a lower top speed An order was placed by the Navy for six airplanes A further improvement of the S4B to the S4C and the immeshydiate need for additional advanced training planes moved the War Deshypartment to order 400 planes of the new design The major change was the elimination of cable aileron conshytrols in favor of the superior torque tube system Smaller ailerons and elevators a change to the 80-hp Le Rhone engine and provisions for carshyrying one machine gun were also inshycorporated

The change in the engine was prompted by the troublesome habit of the Gnome spewing gasoline into the cowling and catching fire in flight It was also reported to be more temperamental in starting than the Le Rhone The Le Rhone was manushyfactured by the Union Switch amp Sigshynal Co of Swissvale Pennsylvania By May 1918 the Tommy was found to be in service on nearly every Army Airfield in the country Addishytional orders followed in rapid sucshycession including an order for 150 planes placed in August and another for 400 These aircraft were not proshyduced due to contract cancellation in late 1918 after half of the parts were made

Somewhere between 600 and 650 S4B and S4C planes were delivered with enough spare parts to make 200 more Quality control during this peshyriod was far from todays standards with only one out of every 10 Tomshymys being flown by a company test pilot The best-looking Tommy the S4E was the last of the single-seatshyers and featured tapered wings and a completely new set of tail surfaces Only one was built in late 1918 and it was converted after the war for use as a racing plane and was seen on the National Air Race circuit

This signaled the end of the singleshyseat Scout which is certainly the best known of all the Thomas-Morse airshy

Cowl detail on Thomas-Morse S4C Note the smooth metal Two-place Model TM-23 Alert Pursuit flipped over by test work with beaded edges pilot Paul Wilson

side-by-side two-seat trainer constructed modified Scout with extended wing panels and widened fushyselage It was completed from drawing board to flight in 29 days Shown flying over Lake Cayuga it was the only design of BD Thomas

Thomas-Morse Model S4E with tapered top and bottom wings The forward section of the fuselage was rounded to eliminate the triangular metal fairing

First Boeing-built Thomas-Morse MB-3A used for tests at McCook Field (later Wright Field) Dayton Ohio McCook Field number P-259 military serial number AS 68237 and the engine was a 300-hp Wright Boeing underbid Thomas and thus took away the successful design that could have saved Thomas

planes and the one that will keep the one of the companys better designs memory of the company alive Many having better performance than the other airplanes designed during this single-seat airplanes on the same 80shyperiod did not reach production but hp Le Rhone engine were attempts to widen their scope The 57 was also a two-place with of manufacture The 56 was a tandem side-by-side seating and the 59 was two-seat trainer that was said to be a beefed-up version of the 56 with a

wider fuselage and the Wright radial engine Their engineering was getting better but the orders were not forthshycoming

Another similar effort to widen Thomas-Morses scope was the atshytempt at production of a series of pursuit p lanes The MB-1 using the heavy 400-hp Liberty engine was a h igh-wing monoplane with unusual design having lifting surfaces beshytween the two sets of lift struts and an extremely stubby nose to get the proper center of balance

The second attempt was a bishyplane with a 44S-hp geared Liberty engine The third attempt in this ser ies the MB3 reverted back to a single-seat fighter powered with a 300-hp Hispano-5uiza built by Wright-Martin First flown in Februshyary 1919 the MB3 had a top speed of 163 mph and climbed to 10000 feet in four minutes S2 seconds It

VI N TAGE AIRPLA N E 17

Thomas-Morse MB-S racer built for the 1921 National Air Races in Omaha It was not a winner

Thomas-Morse MB-7 racer with a 400-hp Wrigflt H-3 engine The aircraft was entered in the 1921 National Air Races with poor results

Thomas-Morse Model MB-24 Obshyservation plane With oddshy

appearing shorter wing on top it flew with splendid perforshy

mance and was easily handled according to test pilots

Thomas-Morse XP-13A Viper with 525-hp Pratt amp

Whitney R-1340-9 Wasp engine This last pursuit type

built by Thomas-Morse was attempted around 1930

18 JULY 2 007

was so much better than competshyitors that the Air Service ordered SO airplanes Procurement systems having changed a bid was let for 200 planes with the bids going out to all the industry The order to build the MB3A was granted to the Boeing Airplane Company of Seatshytle Washington due to its having the lowest bid This was a critical blow to the Thomas-Morse Aircraft Company which never fully recovshyered This order was also the estabshylishment of the Boeing Company in the aircraft manufacturing busishyness and the Boeing-Morse MB3A became the standard pursuit ship of the 1920s a stroke of fate that in hindsight seems grossly unfair

In the continuing struggle to surshyvive the company designed a twinshyengine airmail plane called the MB4 powered by Hisso engines of 300 hp and a double fuselage This plane was a complete failure A continued effort brought out two racing planes a bishyplane called the MB6 and the MB7 a high-wing parasol These planes saw action in the 1922 Pulitzer Race in Detroit but did not win

The company then turned its efshyforts to developing a new version of an all-metal airplane The MB9 and MB10 were two-seat trainers with inshy

verted gull-wings and corrugated skin similar to the Junkers and called Flyshying Washboards The TM33 racer the TM23 pursuit plane and an observashytion plane called the TM24 continshyued the effort The TM24 was nearly a success but in another quirk of fate it failed because of the airflow being diverted from the rudder by the gunshyner standing up in the rear cockpit This dealt the plane its death blow

Once more struggling to its feet the company produced the OX6 an all-metal observation plane powshyered by a 400-hp Pratt amp Whitney engine Six airplanes were delivered to the Air Corps for testing and the

One of the survivors This is the 54 Scout restored by Ernie Freeman (left) and re-restored and maintained today by his son Roger Freeman (right) The photo was taken at the Aerodrome 92 event in Guntersville Alabama

company continued improving the model with the final result being the XO-6B pursuit carrying a 424shyhp Pratt amp Whitney Wasp C engine It was a huge success and the final designation was 0-19 This was the last plane produced at Ithaca prior to the sale of the company in Aushygust 1929 to the Consolidated Airshycraft Co of Buffalo New York

Success was reaped by Consolishydation which moved the division to Buffalo and produced more than 170 of the 0-19 observation planes By this time WT Thomas the origishynal founder had left and Larry Bell became vice president of the corposhyration When Consolidated decided to move to California in 1934 the Thomas-Morse Division was abolshyished and many of the people went to work for Bell Aircraft formed by Larry Bell

The final bell had sounded and all that was left was the memory of a very valiant fight by a spirited group of people who created a mark in history best remembered by the Tommy-Morse Scout itself Several examples are in the hands of private owners including Jim Nissen from California Skeeter Carlson of Sposhy

kane Washington and last but not least the one that was flown every Sunday for years in the Rhinebeck Aerodrome show usually by the inshyimitable Cole Palen himself

The image of the Tommy is further etched in history by its appearances in innumerable movies such as

A Romance of the Air (1918) Wings The Lost Squadron Dawn Patrol Hells Angels Sky Devils Cock of the Air Heartbreak The Eagle and the Hawk Panama Flo Story of Vernon and Irene Castle Suzy Capt Eddie Men With Wings Lafayette Escadrille The Great Waldo Pepper The Amazing Howard Hughes (1978

TV movie) So from the 1918 film A Romance

of the Air to the 1978 TV film The Amazing Howard Hughes Tommys have been flying in the movies for more than 60 years probably lonshyger than any other aircraft

VINTAGE AIRPLANE 19

Getting an AampP Rating

You can do it BY KATHIE ERNST

Editors Note This is the first in a three-part series on earning your FAA airframe and powerplant mechanics cershytificates There are actually a couple of different methods one can use to earn the ratings and VAA member Kathie Ernst gets us started by highlighting the proshycess she used-HGF

Getting an AampP Rating Since I started flying a little over

a decade ago Ive had a strong deshysire to get an AampP (airframe and powshyerplant) rating I enjoyed flying so much that I felt it was important for me to get my mechanics certificate as well Like many of you I was workshying so I could n t attend a full-time mechan ics school operating under FAR Part 147 The only option left for me was to get the required knowledge by practical experience (FAR Part 6S Subpart D) and then get the FAAs approval to take the written exams and the oral and practical examinashytions that comprise the AampP rating FAR 6S77 states that

Each applicant for a mechanic cershytificate or rating must present either an appropriate graduation certificate or cershytificate of completion from a certified aviation maintenance technician school or documentary evidence satisfactory to the Administration orshy

(a) At least 18 months of practical experience with the procedures practices materials tools and equipment genershyally used in constructing maintaining or altering airframes or powerplants apshy20 JULY 2007

propriate to the rating sought or (b) At least 30 months of practical

experience concurrently performing the duties to both the airframe and powershyplant ratings

It is important to note that you

can work with more than one

mechanic I highly recommend doing

so because youll acquire a broader base of experience

Now this might seem like a dauntshying task considering the regulation requires 30 months of practical experishyence but with a little planning and pershysistence it can be accomplished And it will definitely be worth the effort

Here are a few suggestions to make the process a little easier

Find a rated mechanic to mentor you through this process You may know someone whose skills you ad-

mire-perhaps someone who is a friend or an acquaintance Most imshyportantly find someone who has the interest and time to get you through your AampP If at all possible find someone who has a good working relationship with FAA maintenance inspectors in your area (this is imporshytant because you need a Signature from an FAA maintenance inspector before you can apply to take the ratshying exams)

It is important to note that you can work with more than one meshychanic I highly recommend doing so because youll acquire a broader base of experience Again I cant stress enough how important it is to find AampPIIA (inspection authorization) mechanics who totally support you in your effort to get your rating Its a lot of hard work and you dont need anyone thwarting your efforts Unshyfortunately you may run into some people who will not encourage you to pursue your ratings in this way Dont let them discourage you Continue to search out the positive people out there who will help you succeed

The first thing Id recommend is to get a notebook and start logshyging your maintenance experience You don t need a special logbook a college notebook will suffice You just need something to keep track of your maintenance activities Evshyery time you work with a mechanic write down the date type of aircraft you worked on the maintenance

you helped perform and the time spent on the project Ask them to sign off the work and put down their AampP number (this will add leshygitimacy to your effort) Carry this notebook with you anytime youre at an airport as you never know when you might have the opportunity to add to your experience

In addition if youve worked on aircraft in the past try to log that in some format All that time counts toshyward your 30 months experience reshyquirement It can be challenging to compile that list in an understandable format Id suggest listing the experishyence by aircraft type in chronologishycal order Again be sure to document the aircraft N-number and mechanshyics name and AampP number

As soon as possible after youve made your decision to broaden your aviation knowledge and earn your AampP make an effort to meet with an FAA maintenance inspector from your local FAA flight standards disshytrict office (FSDO) Ask your meshychanic mentor for a referral and take the time to seek them out A great place to meet them is at an aircraft maintenancejlA renewal seminar in your area These are generally put on by your local FSDO and are listed on the FAA website More often than not theyre held during the winter months in the Midwest and in the northern United States

Some of the FAA maintenance people are required to attend these events and this is a great opportushynity to meet them If one wont be held anytime soon and if youre comfortable doing so pick up the phone and call the inspector at the FSDO Whether in person or over the phone introduce yourself and tell them youre working toward your AampP Explain that youre doing so usshying the practical experience requireshyments as detailed in FAR 6577 and then ask them what they would like to see in an AampP candidate

For instance do they want to see a detailed logbook of maintenance acshytivities or will a letter of recommenshydation from an AampPjIA suffice Every FSDO is a little different so find out

Mentors who have a positive attitude about helping you earn your mechanshyics certificates are critical to achieving your goal EAA member AampP j lA Mike Rohlman was a great help in providing Kathie Ernst the knowledge and experience she needed to fulfill the FAAs requirement for 30 months of experience before she could apply to take the mechanics exams

what the specific requirements are in your area Remember youll need the signature of an inspector on FAA Form 8610-2 before you can take the oral and practical tests so why not ask beforehand whats expected

Start a personal library of books and articles dealing with mainteshynance issues A couple of must haves include a current copy of FAA Advisory Circular 4113 and a copy of the latest version of the Fedshyeral Aviation Regulations for aviation maintenance technicians ASA Pubshylications publishes a handy set titled FAR AMT 2007 (or whatever year is current) It includes all the FARs that pertain to work done by AampP meshychanics plus pertinent advisory cirshyculars Make yourself familiar with the pertinent regulations regarding work as an AampP

Ask your mechanic mentor to recshyommend reading material There are numerous textbooks tapes and magshyazines to help you acquire the basic knowledge required of an AampP You can find these on the Internet or at your local pilot shop One publicashytion I found particularly helpful in unshyderstanding piston engines was Light Plane Maintenance published by Belshy

voir Publications 800-424-7887 or at wwwLightPlane-Maintenancecom

When your logbook shows youve met the 30-month requirement make an appointment to meet with an FAA maintenance inspector Take your maintenance logbook letter(s) of recommendation from the AampP IA mechanics with whom you ve worked and three copies of the apshyplication for the maintenance license (FAA Form 8610-2)

After reviewing your paperwork the maintenance inspector might sign your forms and youll be on your way The inspector may howshyever ask you questions to verify your experience level Dont worry Just relax and answer the questions to the best of your knowledge Reshymember youre not expected to know everything If the inspector finds youre not ready to take the exams he or she will suggest that you come back with a stronger unshyderstanding of those areas where you re weakest At this pOint you havent failed anything the inspecshytor is simply helping you learn the material you need know to qualify to take FAA exams

Once you have your inspectors VINTAGE AIRPLANE 2 1

Cowl detail on Thomas-Morse S4C Note the smooth metal Two-place Model TM-23 Alert Pursuit flipped over by test work with beaded edges pilot Paul Wilson

side-by-side two-seat trainer constructed modified Scout with extended wing panels and widened fushyselage It was completed from drawing board to flight in 29 days Shown flying over Lake Cayuga it was the only design of BD Thomas

Thomas-Morse Model S4E with tapered top and bottom wings The forward section of the fuselage was rounded to eliminate the triangular metal fairing

First Boeing-built Thomas-Morse MB-3A used for tests at McCook Field (later Wright Field) Dayton Ohio McCook Field number P-259 military serial number AS 68237 and the engine was a 300-hp Wright Boeing underbid Thomas and thus took away the successful design that could have saved Thomas

planes and the one that will keep the one of the companys better designs memory of the company alive Many having better performance than the other airplanes designed during this single-seat airplanes on the same 80shyperiod did not reach production but hp Le Rhone engine were attempts to widen their scope The 57 was also a two-place with of manufacture The 56 was a tandem side-by-side seating and the 59 was two-seat trainer that was said to be a beefed-up version of the 56 with a

wider fuselage and the Wright radial engine Their engineering was getting better but the orders were not forthshycoming

Another similar effort to widen Thomas-Morses scope was the atshytempt at production of a series of pursuit p lanes The MB-1 using the heavy 400-hp Liberty engine was a h igh-wing monoplane with unusual design having lifting surfaces beshytween the two sets of lift struts and an extremely stubby nose to get the proper center of balance

The second attempt was a bishyplane with a 44S-hp geared Liberty engine The third attempt in this ser ies the MB3 reverted back to a single-seat fighter powered with a 300-hp Hispano-5uiza built by Wright-Martin First flown in Februshyary 1919 the MB3 had a top speed of 163 mph and climbed to 10000 feet in four minutes S2 seconds It

VI N TAGE AIRPLA N E 17

Thomas-Morse MB-S racer built for the 1921 National Air Races in Omaha It was not a winner

Thomas-Morse MB-7 racer with a 400-hp Wrigflt H-3 engine The aircraft was entered in the 1921 National Air Races with poor results

Thomas-Morse Model MB-24 Obshyservation plane With oddshy

appearing shorter wing on top it flew with splendid perforshy

mance and was easily handled according to test pilots

Thomas-Morse XP-13A Viper with 525-hp Pratt amp

Whitney R-1340-9 Wasp engine This last pursuit type

built by Thomas-Morse was attempted around 1930

18 JULY 2 007

was so much better than competshyitors that the Air Service ordered SO airplanes Procurement systems having changed a bid was let for 200 planes with the bids going out to all the industry The order to build the MB3A was granted to the Boeing Airplane Company of Seatshytle Washington due to its having the lowest bid This was a critical blow to the Thomas-Morse Aircraft Company which never fully recovshyered This order was also the estabshylishment of the Boeing Company in the aircraft manufacturing busishyness and the Boeing-Morse MB3A became the standard pursuit ship of the 1920s a stroke of fate that in hindsight seems grossly unfair

In the continuing struggle to surshyvive the company designed a twinshyengine airmail plane called the MB4 powered by Hisso engines of 300 hp and a double fuselage This plane was a complete failure A continued effort brought out two racing planes a bishyplane called the MB6 and the MB7 a high-wing parasol These planes saw action in the 1922 Pulitzer Race in Detroit but did not win

The company then turned its efshyforts to developing a new version of an all-metal airplane The MB9 and MB10 were two-seat trainers with inshy

verted gull-wings and corrugated skin similar to the Junkers and called Flyshying Washboards The TM33 racer the TM23 pursuit plane and an observashytion plane called the TM24 continshyued the effort The TM24 was nearly a success but in another quirk of fate it failed because of the airflow being diverted from the rudder by the gunshyner standing up in the rear cockpit This dealt the plane its death blow

Once more struggling to its feet the company produced the OX6 an all-metal observation plane powshyered by a 400-hp Pratt amp Whitney engine Six airplanes were delivered to the Air Corps for testing and the

One of the survivors This is the 54 Scout restored by Ernie Freeman (left) and re-restored and maintained today by his son Roger Freeman (right) The photo was taken at the Aerodrome 92 event in Guntersville Alabama

company continued improving the model with the final result being the XO-6B pursuit carrying a 424shyhp Pratt amp Whitney Wasp C engine It was a huge success and the final designation was 0-19 This was the last plane produced at Ithaca prior to the sale of the company in Aushygust 1929 to the Consolidated Airshycraft Co of Buffalo New York

Success was reaped by Consolishydation which moved the division to Buffalo and produced more than 170 of the 0-19 observation planes By this time WT Thomas the origishynal founder had left and Larry Bell became vice president of the corposhyration When Consolidated decided to move to California in 1934 the Thomas-Morse Division was abolshyished and many of the people went to work for Bell Aircraft formed by Larry Bell

The final bell had sounded and all that was left was the memory of a very valiant fight by a spirited group of people who created a mark in history best remembered by the Tommy-Morse Scout itself Several examples are in the hands of private owners including Jim Nissen from California Skeeter Carlson of Sposhy

kane Washington and last but not least the one that was flown every Sunday for years in the Rhinebeck Aerodrome show usually by the inshyimitable Cole Palen himself

The image of the Tommy is further etched in history by its appearances in innumerable movies such as

A Romance of the Air (1918) Wings The Lost Squadron Dawn Patrol Hells Angels Sky Devils Cock of the Air Heartbreak The Eagle and the Hawk Panama Flo Story of Vernon and Irene Castle Suzy Capt Eddie Men With Wings Lafayette Escadrille The Great Waldo Pepper The Amazing Howard Hughes (1978

TV movie) So from the 1918 film A Romance

of the Air to the 1978 TV film The Amazing Howard Hughes Tommys have been flying in the movies for more than 60 years probably lonshyger than any other aircraft

VINTAGE AIRPLANE 19

Getting an AampP Rating

You can do it BY KATHIE ERNST

Editors Note This is the first in a three-part series on earning your FAA airframe and powerplant mechanics cershytificates There are actually a couple of different methods one can use to earn the ratings and VAA member Kathie Ernst gets us started by highlighting the proshycess she used-HGF

Getting an AampP Rating Since I started flying a little over

a decade ago Ive had a strong deshysire to get an AampP (airframe and powshyerplant) rating I enjoyed flying so much that I felt it was important for me to get my mechanics certificate as well Like many of you I was workshying so I could n t attend a full-time mechan ics school operating under FAR Part 147 The only option left for me was to get the required knowledge by practical experience (FAR Part 6S Subpart D) and then get the FAAs approval to take the written exams and the oral and practical examinashytions that comprise the AampP rating FAR 6S77 states that

Each applicant for a mechanic cershytificate or rating must present either an appropriate graduation certificate or cershytificate of completion from a certified aviation maintenance technician school or documentary evidence satisfactory to the Administration orshy

(a) At least 18 months of practical experience with the procedures practices materials tools and equipment genershyally used in constructing maintaining or altering airframes or powerplants apshy20 JULY 2007

propriate to the rating sought or (b) At least 30 months of practical

experience concurrently performing the duties to both the airframe and powershyplant ratings

It is important to note that you

can work with more than one

mechanic I highly recommend doing

so because youll acquire a broader base of experience

Now this might seem like a dauntshying task considering the regulation requires 30 months of practical experishyence but with a little planning and pershysistence it can be accomplished And it will definitely be worth the effort

Here are a few suggestions to make the process a little easier

Find a rated mechanic to mentor you through this process You may know someone whose skills you ad-

mire-perhaps someone who is a friend or an acquaintance Most imshyportantly find someone who has the interest and time to get you through your AampP If at all possible find someone who has a good working relationship with FAA maintenance inspectors in your area (this is imporshytant because you need a Signature from an FAA maintenance inspector before you can apply to take the ratshying exams)

It is important to note that you can work with more than one meshychanic I highly recommend doing so because youll acquire a broader base of experience Again I cant stress enough how important it is to find AampPIIA (inspection authorization) mechanics who totally support you in your effort to get your rating Its a lot of hard work and you dont need anyone thwarting your efforts Unshyfortunately you may run into some people who will not encourage you to pursue your ratings in this way Dont let them discourage you Continue to search out the positive people out there who will help you succeed

The first thing Id recommend is to get a notebook and start logshyging your maintenance experience You don t need a special logbook a college notebook will suffice You just need something to keep track of your maintenance activities Evshyery time you work with a mechanic write down the date type of aircraft you worked on the maintenance

you helped perform and the time spent on the project Ask them to sign off the work and put down their AampP number (this will add leshygitimacy to your effort) Carry this notebook with you anytime youre at an airport as you never know when you might have the opportunity to add to your experience

In addition if youve worked on aircraft in the past try to log that in some format All that time counts toshyward your 30 months experience reshyquirement It can be challenging to compile that list in an understandable format Id suggest listing the experishyence by aircraft type in chronologishycal order Again be sure to document the aircraft N-number and mechanshyics name and AampP number

As soon as possible after youve made your decision to broaden your aviation knowledge and earn your AampP make an effort to meet with an FAA maintenance inspector from your local FAA flight standards disshytrict office (FSDO) Ask your meshychanic mentor for a referral and take the time to seek them out A great place to meet them is at an aircraft maintenancejlA renewal seminar in your area These are generally put on by your local FSDO and are listed on the FAA website More often than not theyre held during the winter months in the Midwest and in the northern United States

Some of the FAA maintenance people are required to attend these events and this is a great opportushynity to meet them If one wont be held anytime soon and if youre comfortable doing so pick up the phone and call the inspector at the FSDO Whether in person or over the phone introduce yourself and tell them youre working toward your AampP Explain that youre doing so usshying the practical experience requireshyments as detailed in FAR 6577 and then ask them what they would like to see in an AampP candidate

For instance do they want to see a detailed logbook of maintenance acshytivities or will a letter of recommenshydation from an AampPjIA suffice Every FSDO is a little different so find out

Mentors who have a positive attitude about helping you earn your mechanshyics certificates are critical to achieving your goal EAA member AampP j lA Mike Rohlman was a great help in providing Kathie Ernst the knowledge and experience she needed to fulfill the FAAs requirement for 30 months of experience before she could apply to take the mechanics exams

what the specific requirements are in your area Remember youll need the signature of an inspector on FAA Form 8610-2 before you can take the oral and practical tests so why not ask beforehand whats expected

Start a personal library of books and articles dealing with mainteshynance issues A couple of must haves include a current copy of FAA Advisory Circular 4113 and a copy of the latest version of the Fedshyeral Aviation Regulations for aviation maintenance technicians ASA Pubshylications publishes a handy set titled FAR AMT 2007 (or whatever year is current) It includes all the FARs that pertain to work done by AampP meshychanics plus pertinent advisory cirshyculars Make yourself familiar with the pertinent regulations regarding work as an AampP

Ask your mechanic mentor to recshyommend reading material There are numerous textbooks tapes and magshyazines to help you acquire the basic knowledge required of an AampP You can find these on the Internet or at your local pilot shop One publicashytion I found particularly helpful in unshyderstanding piston engines was Light Plane Maintenance published by Belshy

voir Publications 800-424-7887 or at wwwLightPlane-Maintenancecom

When your logbook shows youve met the 30-month requirement make an appointment to meet with an FAA maintenance inspector Take your maintenance logbook letter(s) of recommendation from the AampP IA mechanics with whom you ve worked and three copies of the apshyplication for the maintenance license (FAA Form 8610-2)

After reviewing your paperwork the maintenance inspector might sign your forms and youll be on your way The inspector may howshyever ask you questions to verify your experience level Dont worry Just relax and answer the questions to the best of your knowledge Reshymember youre not expected to know everything If the inspector finds youre not ready to take the exams he or she will suggest that you come back with a stronger unshyderstanding of those areas where you re weakest At this pOint you havent failed anything the inspecshytor is simply helping you learn the material you need know to qualify to take FAA exams

Once you have your inspectors VINTAGE AIRPLANE 2 1

Thomas-Morse MB-S racer built for the 1921 National Air Races in Omaha It was not a winner

Thomas-Morse MB-7 racer with a 400-hp Wrigflt H-3 engine The aircraft was entered in the 1921 National Air Races with poor results

Thomas-Morse Model MB-24 Obshyservation plane With oddshy

appearing shorter wing on top it flew with splendid perforshy

mance and was easily handled according to test pilots

Thomas-Morse XP-13A Viper with 525-hp Pratt amp

Whitney R-1340-9 Wasp engine This last pursuit type

built by Thomas-Morse was attempted around 1930

18 JULY 2 007

was so much better than competshyitors that the Air Service ordered SO airplanes Procurement systems having changed a bid was let for 200 planes with the bids going out to all the industry The order to build the MB3A was granted to the Boeing Airplane Company of Seatshytle Washington due to its having the lowest bid This was a critical blow to the Thomas-Morse Aircraft Company which never fully recovshyered This order was also the estabshylishment of the Boeing Company in the aircraft manufacturing busishyness and the Boeing-Morse MB3A became the standard pursuit ship of the 1920s a stroke of fate that in hindsight seems grossly unfair

In the continuing struggle to surshyvive the company designed a twinshyengine airmail plane called the MB4 powered by Hisso engines of 300 hp and a double fuselage This plane was a complete failure A continued effort brought out two racing planes a bishyplane called the MB6 and the MB7 a high-wing parasol These planes saw action in the 1922 Pulitzer Race in Detroit but did not win

The company then turned its efshyforts to developing a new version of an all-metal airplane The MB9 and MB10 were two-seat trainers with inshy

verted gull-wings and corrugated skin similar to the Junkers and called Flyshying Washboards The TM33 racer the TM23 pursuit plane and an observashytion plane called the TM24 continshyued the effort The TM24 was nearly a success but in another quirk of fate it failed because of the airflow being diverted from the rudder by the gunshyner standing up in the rear cockpit This dealt the plane its death blow

Once more struggling to its feet the company produced the OX6 an all-metal observation plane powshyered by a 400-hp Pratt amp Whitney engine Six airplanes were delivered to the Air Corps for testing and the

One of the survivors This is the 54 Scout restored by Ernie Freeman (left) and re-restored and maintained today by his son Roger Freeman (right) The photo was taken at the Aerodrome 92 event in Guntersville Alabama

company continued improving the model with the final result being the XO-6B pursuit carrying a 424shyhp Pratt amp Whitney Wasp C engine It was a huge success and the final designation was 0-19 This was the last plane produced at Ithaca prior to the sale of the company in Aushygust 1929 to the Consolidated Airshycraft Co of Buffalo New York

Success was reaped by Consolishydation which moved the division to Buffalo and produced more than 170 of the 0-19 observation planes By this time WT Thomas the origishynal founder had left and Larry Bell became vice president of the corposhyration When Consolidated decided to move to California in 1934 the Thomas-Morse Division was abolshyished and many of the people went to work for Bell Aircraft formed by Larry Bell

The final bell had sounded and all that was left was the memory of a very valiant fight by a spirited group of people who created a mark in history best remembered by the Tommy-Morse Scout itself Several examples are in the hands of private owners including Jim Nissen from California Skeeter Carlson of Sposhy

kane Washington and last but not least the one that was flown every Sunday for years in the Rhinebeck Aerodrome show usually by the inshyimitable Cole Palen himself

The image of the Tommy is further etched in history by its appearances in innumerable movies such as

A Romance of the Air (1918) Wings The Lost Squadron Dawn Patrol Hells Angels Sky Devils Cock of the Air Heartbreak The Eagle and the Hawk Panama Flo Story of Vernon and Irene Castle Suzy Capt Eddie Men With Wings Lafayette Escadrille The Great Waldo Pepper The Amazing Howard Hughes (1978

TV movie) So from the 1918 film A Romance

of the Air to the 1978 TV film The Amazing Howard Hughes Tommys have been flying in the movies for more than 60 years probably lonshyger than any other aircraft

VINTAGE AIRPLANE 19

Getting an AampP Rating

You can do it BY KATHIE ERNST

Editors Note This is the first in a three-part series on earning your FAA airframe and powerplant mechanics cershytificates There are actually a couple of different methods one can use to earn the ratings and VAA member Kathie Ernst gets us started by highlighting the proshycess she used-HGF

Getting an AampP Rating Since I started flying a little over

a decade ago Ive had a strong deshysire to get an AampP (airframe and powshyerplant) rating I enjoyed flying so much that I felt it was important for me to get my mechanics certificate as well Like many of you I was workshying so I could n t attend a full-time mechan ics school operating under FAR Part 147 The only option left for me was to get the required knowledge by practical experience (FAR Part 6S Subpart D) and then get the FAAs approval to take the written exams and the oral and practical examinashytions that comprise the AampP rating FAR 6S77 states that

Each applicant for a mechanic cershytificate or rating must present either an appropriate graduation certificate or cershytificate of completion from a certified aviation maintenance technician school or documentary evidence satisfactory to the Administration orshy

(a) At least 18 months of practical experience with the procedures practices materials tools and equipment genershyally used in constructing maintaining or altering airframes or powerplants apshy20 JULY 2007

propriate to the rating sought or (b) At least 30 months of practical

experience concurrently performing the duties to both the airframe and powershyplant ratings

It is important to note that you

can work with more than one

mechanic I highly recommend doing

so because youll acquire a broader base of experience

Now this might seem like a dauntshying task considering the regulation requires 30 months of practical experishyence but with a little planning and pershysistence it can be accomplished And it will definitely be worth the effort

Here are a few suggestions to make the process a little easier

Find a rated mechanic to mentor you through this process You may know someone whose skills you ad-

mire-perhaps someone who is a friend or an acquaintance Most imshyportantly find someone who has the interest and time to get you through your AampP If at all possible find someone who has a good working relationship with FAA maintenance inspectors in your area (this is imporshytant because you need a Signature from an FAA maintenance inspector before you can apply to take the ratshying exams)

It is important to note that you can work with more than one meshychanic I highly recommend doing so because youll acquire a broader base of experience Again I cant stress enough how important it is to find AampPIIA (inspection authorization) mechanics who totally support you in your effort to get your rating Its a lot of hard work and you dont need anyone thwarting your efforts Unshyfortunately you may run into some people who will not encourage you to pursue your ratings in this way Dont let them discourage you Continue to search out the positive people out there who will help you succeed

The first thing Id recommend is to get a notebook and start logshyging your maintenance experience You don t need a special logbook a college notebook will suffice You just need something to keep track of your maintenance activities Evshyery time you work with a mechanic write down the date type of aircraft you worked on the maintenance

you helped perform and the time spent on the project Ask them to sign off the work and put down their AampP number (this will add leshygitimacy to your effort) Carry this notebook with you anytime youre at an airport as you never know when you might have the opportunity to add to your experience

In addition if youve worked on aircraft in the past try to log that in some format All that time counts toshyward your 30 months experience reshyquirement It can be challenging to compile that list in an understandable format Id suggest listing the experishyence by aircraft type in chronologishycal order Again be sure to document the aircraft N-number and mechanshyics name and AampP number

As soon as possible after youve made your decision to broaden your aviation knowledge and earn your AampP make an effort to meet with an FAA maintenance inspector from your local FAA flight standards disshytrict office (FSDO) Ask your meshychanic mentor for a referral and take the time to seek them out A great place to meet them is at an aircraft maintenancejlA renewal seminar in your area These are generally put on by your local FSDO and are listed on the FAA website More often than not theyre held during the winter months in the Midwest and in the northern United States

Some of the FAA maintenance people are required to attend these events and this is a great opportushynity to meet them If one wont be held anytime soon and if youre comfortable doing so pick up the phone and call the inspector at the FSDO Whether in person or over the phone introduce yourself and tell them youre working toward your AampP Explain that youre doing so usshying the practical experience requireshyments as detailed in FAR 6577 and then ask them what they would like to see in an AampP candidate

For instance do they want to see a detailed logbook of maintenance acshytivities or will a letter of recommenshydation from an AampPjIA suffice Every FSDO is a little different so find out

Mentors who have a positive attitude about helping you earn your mechanshyics certificates are critical to achieving your goal EAA member AampP j lA Mike Rohlman was a great help in providing Kathie Ernst the knowledge and experience she needed to fulfill the FAAs requirement for 30 months of experience before she could apply to take the mechanics exams

what the specific requirements are in your area Remember youll need the signature of an inspector on FAA Form 8610-2 before you can take the oral and practical tests so why not ask beforehand whats expected

Start a personal library of books and articles dealing with mainteshynance issues A couple of must haves include a current copy of FAA Advisory Circular 4113 and a copy of the latest version of the Fedshyeral Aviation Regulations for aviation maintenance technicians ASA Pubshylications publishes a handy set titled FAR AMT 2007 (or whatever year is current) It includes all the FARs that pertain to work done by AampP meshychanics plus pertinent advisory cirshyculars Make yourself familiar with the pertinent regulations regarding work as an AampP

Ask your mechanic mentor to recshyommend reading material There are numerous textbooks tapes and magshyazines to help you acquire the basic knowledge required of an AampP You can find these on the Internet or at your local pilot shop One publicashytion I found particularly helpful in unshyderstanding piston engines was Light Plane Maintenance published by Belshy

voir Publications 800-424-7887 or at wwwLightPlane-Maintenancecom

When your logbook shows youve met the 30-month requirement make an appointment to meet with an FAA maintenance inspector Take your maintenance logbook letter(s) of recommendation from the AampP IA mechanics with whom you ve worked and three copies of the apshyplication for the maintenance license (FAA Form 8610-2)

After reviewing your paperwork the maintenance inspector might sign your forms and youll be on your way The inspector may howshyever ask you questions to verify your experience level Dont worry Just relax and answer the questions to the best of your knowledge Reshymember youre not expected to know everything If the inspector finds youre not ready to take the exams he or she will suggest that you come back with a stronger unshyderstanding of those areas where you re weakest At this pOint you havent failed anything the inspecshytor is simply helping you learn the material you need know to qualify to take FAA exams

Once you have your inspectors VINTAGE AIRPLANE 2 1

verted gull-wings and corrugated skin similar to the Junkers and called Flyshying Washboards The TM33 racer the TM23 pursuit plane and an observashytion plane called the TM24 continshyued the effort The TM24 was nearly a success but in another quirk of fate it failed because of the airflow being diverted from the rudder by the gunshyner standing up in the rear cockpit This dealt the plane its death blow

Once more struggling to its feet the company produced the OX6 an all-metal observation plane powshyered by a 400-hp Pratt amp Whitney engine Six airplanes were delivered to the Air Corps for testing and the

One of the survivors This is the 54 Scout restored by Ernie Freeman (left) and re-restored and maintained today by his son Roger Freeman (right) The photo was taken at the Aerodrome 92 event in Guntersville Alabama

company continued improving the model with the final result being the XO-6B pursuit carrying a 424shyhp Pratt amp Whitney Wasp C engine It was a huge success and the final designation was 0-19 This was the last plane produced at Ithaca prior to the sale of the company in Aushygust 1929 to the Consolidated Airshycraft Co of Buffalo New York

Success was reaped by Consolishydation which moved the division to Buffalo and produced more than 170 of the 0-19 observation planes By this time WT Thomas the origishynal founder had left and Larry Bell became vice president of the corposhyration When Consolidated decided to move to California in 1934 the Thomas-Morse Division was abolshyished and many of the people went to work for Bell Aircraft formed by Larry Bell

The final bell had sounded and all that was left was the memory of a very valiant fight by a spirited group of people who created a mark in history best remembered by the Tommy-Morse Scout itself Several examples are in the hands of private owners including Jim Nissen from California Skeeter Carlson of Sposhy

kane Washington and last but not least the one that was flown every Sunday for years in the Rhinebeck Aerodrome show usually by the inshyimitable Cole Palen himself

The image of the Tommy is further etched in history by its appearances in innumerable movies such as

A Romance of the Air (1918) Wings The Lost Squadron Dawn Patrol Hells Angels Sky Devils Cock of the Air Heartbreak The Eagle and the Hawk Panama Flo Story of Vernon and Irene Castle Suzy Capt Eddie Men With Wings Lafayette Escadrille The Great Waldo Pepper The Amazing Howard Hughes (1978

TV movie) So from the 1918 film A Romance

of the Air to the 1978 TV film The Amazing Howard Hughes Tommys have been flying in the movies for more than 60 years probably lonshyger than any other aircraft

VINTAGE AIRPLANE 19

Getting an AampP Rating

You can do it BY KATHIE ERNST

Editors Note This is the first in a three-part series on earning your FAA airframe and powerplant mechanics cershytificates There are actually a couple of different methods one can use to earn the ratings and VAA member Kathie Ernst gets us started by highlighting the proshycess she used-HGF

Getting an AampP Rating Since I started flying a little over

a decade ago Ive had a strong deshysire to get an AampP (airframe and powshyerplant) rating I enjoyed flying so much that I felt it was important for me to get my mechanics certificate as well Like many of you I was workshying so I could n t attend a full-time mechan ics school operating under FAR Part 147 The only option left for me was to get the required knowledge by practical experience (FAR Part 6S Subpart D) and then get the FAAs approval to take the written exams and the oral and practical examinashytions that comprise the AampP rating FAR 6S77 states that

Each applicant for a mechanic cershytificate or rating must present either an appropriate graduation certificate or cershytificate of completion from a certified aviation maintenance technician school or documentary evidence satisfactory to the Administration orshy

(a) At least 18 months of practical experience with the procedures practices materials tools and equipment genershyally used in constructing maintaining or altering airframes or powerplants apshy20 JULY 2007

propriate to the rating sought or (b) At least 30 months of practical

experience concurrently performing the duties to both the airframe and powershyplant ratings

It is important to note that you

can work with more than one

mechanic I highly recommend doing

so because youll acquire a broader base of experience

Now this might seem like a dauntshying task considering the regulation requires 30 months of practical experishyence but with a little planning and pershysistence it can be accomplished And it will definitely be worth the effort

Here are a few suggestions to make the process a little easier

Find a rated mechanic to mentor you through this process You may know someone whose skills you ad-

mire-perhaps someone who is a friend or an acquaintance Most imshyportantly find someone who has the interest and time to get you through your AampP If at all possible find someone who has a good working relationship with FAA maintenance inspectors in your area (this is imporshytant because you need a Signature from an FAA maintenance inspector before you can apply to take the ratshying exams)

It is important to note that you can work with more than one meshychanic I highly recommend doing so because youll acquire a broader base of experience Again I cant stress enough how important it is to find AampPIIA (inspection authorization) mechanics who totally support you in your effort to get your rating Its a lot of hard work and you dont need anyone thwarting your efforts Unshyfortunately you may run into some people who will not encourage you to pursue your ratings in this way Dont let them discourage you Continue to search out the positive people out there who will help you succeed

The first thing Id recommend is to get a notebook and start logshyging your maintenance experience You don t need a special logbook a college notebook will suffice You just need something to keep track of your maintenance activities Evshyery time you work with a mechanic write down the date type of aircraft you worked on the maintenance

you helped perform and the time spent on the project Ask them to sign off the work and put down their AampP number (this will add leshygitimacy to your effort) Carry this notebook with you anytime youre at an airport as you never know when you might have the opportunity to add to your experience

In addition if youve worked on aircraft in the past try to log that in some format All that time counts toshyward your 30 months experience reshyquirement It can be challenging to compile that list in an understandable format Id suggest listing the experishyence by aircraft type in chronologishycal order Again be sure to document the aircraft N-number and mechanshyics name and AampP number

As soon as possible after youve made your decision to broaden your aviation knowledge and earn your AampP make an effort to meet with an FAA maintenance inspector from your local FAA flight standards disshytrict office (FSDO) Ask your meshychanic mentor for a referral and take the time to seek them out A great place to meet them is at an aircraft maintenancejlA renewal seminar in your area These are generally put on by your local FSDO and are listed on the FAA website More often than not theyre held during the winter months in the Midwest and in the northern United States

Some of the FAA maintenance people are required to attend these events and this is a great opportushynity to meet them If one wont be held anytime soon and if youre comfortable doing so pick up the phone and call the inspector at the FSDO Whether in person or over the phone introduce yourself and tell them youre working toward your AampP Explain that youre doing so usshying the practical experience requireshyments as detailed in FAR 6577 and then ask them what they would like to see in an AampP candidate

For instance do they want to see a detailed logbook of maintenance acshytivities or will a letter of recommenshydation from an AampPjIA suffice Every FSDO is a little different so find out

Mentors who have a positive attitude about helping you earn your mechanshyics certificates are critical to achieving your goal EAA member AampP j lA Mike Rohlman was a great help in providing Kathie Ernst the knowledge and experience she needed to fulfill the FAAs requirement for 30 months of experience before she could apply to take the mechanics exams

what the specific requirements are in your area Remember youll need the signature of an inspector on FAA Form 8610-2 before you can take the oral and practical tests so why not ask beforehand whats expected

Start a personal library of books and articles dealing with mainteshynance issues A couple of must haves include a current copy of FAA Advisory Circular 4113 and a copy of the latest version of the Fedshyeral Aviation Regulations for aviation maintenance technicians ASA Pubshylications publishes a handy set titled FAR AMT 2007 (or whatever year is current) It includes all the FARs that pertain to work done by AampP meshychanics plus pertinent advisory cirshyculars Make yourself familiar with the pertinent regulations regarding work as an AampP

Ask your mechanic mentor to recshyommend reading material There are numerous textbooks tapes and magshyazines to help you acquire the basic knowledge required of an AampP You can find these on the Internet or at your local pilot shop One publicashytion I found particularly helpful in unshyderstanding piston engines was Light Plane Maintenance published by Belshy

voir Publications 800-424-7887 or at wwwLightPlane-Maintenancecom

When your logbook shows youve met the 30-month requirement make an appointment to meet with an FAA maintenance inspector Take your maintenance logbook letter(s) of recommendation from the AampP IA mechanics with whom you ve worked and three copies of the apshyplication for the maintenance license (FAA Form 8610-2)

After reviewing your paperwork the maintenance inspector might sign your forms and youll be on your way The inspector may howshyever ask you questions to verify your experience level Dont worry Just relax and answer the questions to the best of your knowledge Reshymember youre not expected to know everything If the inspector finds youre not ready to take the exams he or she will suggest that you come back with a stronger unshyderstanding of those areas where you re weakest At this pOint you havent failed anything the inspecshytor is simply helping you learn the material you need know to qualify to take FAA exams

Once you have your inspectors VINTAGE AIRPLANE 2 1

Getting an AampP Rating

You can do it BY KATHIE ERNST

Editors Note This is the first in a three-part series on earning your FAA airframe and powerplant mechanics cershytificates There are actually a couple of different methods one can use to earn the ratings and VAA member Kathie Ernst gets us started by highlighting the proshycess she used-HGF

Getting an AampP Rating Since I started flying a little over

a decade ago Ive had a strong deshysire to get an AampP (airframe and powshyerplant) rating I enjoyed flying so much that I felt it was important for me to get my mechanics certificate as well Like many of you I was workshying so I could n t attend a full-time mechan ics school operating under FAR Part 147 The only option left for me was to get the required knowledge by practical experience (FAR Part 6S Subpart D) and then get the FAAs approval to take the written exams and the oral and practical examinashytions that comprise the AampP rating FAR 6S77 states that

Each applicant for a mechanic cershytificate or rating must present either an appropriate graduation certificate or cershytificate of completion from a certified aviation maintenance technician school or documentary evidence satisfactory to the Administration orshy

(a) At least 18 months of practical experience with the procedures practices materials tools and equipment genershyally used in constructing maintaining or altering airframes or powerplants apshy20 JULY 2007

propriate to the rating sought or (b) At least 30 months of practical

experience concurrently performing the duties to both the airframe and powershyplant ratings

It is important to note that you

can work with more than one

mechanic I highly recommend doing

so because youll acquire a broader base of experience

Now this might seem like a dauntshying task considering the regulation requires 30 months of practical experishyence but with a little planning and pershysistence it can be accomplished And it will definitely be worth the effort

Here are a few suggestions to make the process a little easier

Find a rated mechanic to mentor you through this process You may know someone whose skills you ad-

mire-perhaps someone who is a friend or an acquaintance Most imshyportantly find someone who has the interest and time to get you through your AampP If at all possible find someone who has a good working relationship with FAA maintenance inspectors in your area (this is imporshytant because you need a Signature from an FAA maintenance inspector before you can apply to take the ratshying exams)

It is important to note that you can work with more than one meshychanic I highly recommend doing so because youll acquire a broader base of experience Again I cant stress enough how important it is to find AampPIIA (inspection authorization) mechanics who totally support you in your effort to get your rating Its a lot of hard work and you dont need anyone thwarting your efforts Unshyfortunately you may run into some people who will not encourage you to pursue your ratings in this way Dont let them discourage you Continue to search out the positive people out there who will help you succeed

The first thing Id recommend is to get a notebook and start logshyging your maintenance experience You don t need a special logbook a college notebook will suffice You just need something to keep track of your maintenance activities Evshyery time you work with a mechanic write down the date type of aircraft you worked on the maintenance

you helped perform and the time spent on the project Ask them to sign off the work and put down their AampP number (this will add leshygitimacy to your effort) Carry this notebook with you anytime youre at an airport as you never know when you might have the opportunity to add to your experience

In addition if youve worked on aircraft in the past try to log that in some format All that time counts toshyward your 30 months experience reshyquirement It can be challenging to compile that list in an understandable format Id suggest listing the experishyence by aircraft type in chronologishycal order Again be sure to document the aircraft N-number and mechanshyics name and AampP number

As soon as possible after youve made your decision to broaden your aviation knowledge and earn your AampP make an effort to meet with an FAA maintenance inspector from your local FAA flight standards disshytrict office (FSDO) Ask your meshychanic mentor for a referral and take the time to seek them out A great place to meet them is at an aircraft maintenancejlA renewal seminar in your area These are generally put on by your local FSDO and are listed on the FAA website More often than not theyre held during the winter months in the Midwest and in the northern United States

Some of the FAA maintenance people are required to attend these events and this is a great opportushynity to meet them If one wont be held anytime soon and if youre comfortable doing so pick up the phone and call the inspector at the FSDO Whether in person or over the phone introduce yourself and tell them youre working toward your AampP Explain that youre doing so usshying the practical experience requireshyments as detailed in FAR 6577 and then ask them what they would like to see in an AampP candidate

For instance do they want to see a detailed logbook of maintenance acshytivities or will a letter of recommenshydation from an AampPjIA suffice Every FSDO is a little different so find out

Mentors who have a positive attitude about helping you earn your mechanshyics certificates are critical to achieving your goal EAA member AampP j lA Mike Rohlman was a great help in providing Kathie Ernst the knowledge and experience she needed to fulfill the FAAs requirement for 30 months of experience before she could apply to take the mechanics exams

what the specific requirements are in your area Remember youll need the signature of an inspector on FAA Form 8610-2 before you can take the oral and practical tests so why not ask beforehand whats expected

Start a personal library of books and articles dealing with mainteshynance issues A couple of must haves include a current copy of FAA Advisory Circular 4113 and a copy of the latest version of the Fedshyeral Aviation Regulations for aviation maintenance technicians ASA Pubshylications publishes a handy set titled FAR AMT 2007 (or whatever year is current) It includes all the FARs that pertain to work done by AampP meshychanics plus pertinent advisory cirshyculars Make yourself familiar with the pertinent regulations regarding work as an AampP

Ask your mechanic mentor to recshyommend reading material There are numerous textbooks tapes and magshyazines to help you acquire the basic knowledge required of an AampP You can find these on the Internet or at your local pilot shop One publicashytion I found particularly helpful in unshyderstanding piston engines was Light Plane Maintenance published by Belshy

voir Publications 800-424-7887 or at wwwLightPlane-Maintenancecom

When your logbook shows youve met the 30-month requirement make an appointment to meet with an FAA maintenance inspector Take your maintenance logbook letter(s) of recommendation from the AampP IA mechanics with whom you ve worked and three copies of the apshyplication for the maintenance license (FAA Form 8610-2)

After reviewing your paperwork the maintenance inspector might sign your forms and youll be on your way The inspector may howshyever ask you questions to verify your experience level Dont worry Just relax and answer the questions to the best of your knowledge Reshymember youre not expected to know everything If the inspector finds youre not ready to take the exams he or she will suggest that you come back with a stronger unshyderstanding of those areas where you re weakest At this pOint you havent failed anything the inspecshytor is simply helping you learn the material you need know to qualify to take FAA exams

Once you have your inspectors VINTAGE AIRPLANE 2 1

you helped perform and the time spent on the project Ask them to sign off the work and put down their AampP number (this will add leshygitimacy to your effort) Carry this notebook with you anytime youre at an airport as you never know when you might have the opportunity to add to your experience

In addition if youve worked on aircraft in the past try to log that in some format All that time counts toshyward your 30 months experience reshyquirement It can be challenging to compile that list in an understandable format Id suggest listing the experishyence by aircraft type in chronologishycal order Again be sure to document the aircraft N-number and mechanshyics name and AampP number

As soon as possible after youve made your decision to broaden your aviation knowledge and earn your AampP make an effort to meet with an FAA maintenance inspector from your local FAA flight standards disshytrict office (FSDO) Ask your meshychanic mentor for a referral and take the time to seek them out A great place to meet them is at an aircraft maintenancejlA renewal seminar in your area These are generally put on by your local FSDO and are listed on the FAA website More often than not theyre held during the winter months in the Midwest and in the northern United States

Some of the FAA maintenance people are required to attend these events and this is a great opportushynity to meet them If one wont be held anytime soon and if youre comfortable doing so pick up the phone and call the inspector at the FSDO Whether in person or over the phone introduce yourself and tell them youre working toward your AampP Explain that youre doing so usshying the practical experience requireshyments as detailed in FAR 6577 and then ask them what they would like to see in an AampP candidate

For instance do they want to see a detailed logbook of maintenance acshytivities or will a letter of recommenshydation from an AampPjIA suffice Every FSDO is a little different so find out

Mentors who have a positive attitude about helping you earn your mechanshyics certificates are critical to achieving your goal EAA member AampP j lA Mike Rohlman was a great help in providing Kathie Ernst the knowledge and experience she needed to fulfill the FAAs requirement for 30 months of experience before she could apply to take the mechanics exams

what the specific requirements are in your area Remember youll need the signature of an inspector on FAA Form 8610-2 before you can take the oral and practical tests so why not ask beforehand whats expected

Start a personal library of books and articles dealing with mainteshynance issues A couple of must haves include a current copy of FAA Advisory Circular 4113 and a copy of the latest version of the Fedshyeral Aviation Regulations for aviation maintenance technicians ASA Pubshylications publishes a handy set titled FAR AMT 2007 (or whatever year is current) It includes all the FARs that pertain to work done by AampP meshychanics plus pertinent advisory cirshyculars Make yourself familiar with the pertinent regulations regarding work as an AampP

Ask your mechanic mentor to recshyommend reading material There are numerous textbooks tapes and magshyazines to help you acquire the basic knowledge required of an AampP You can find these on the Internet or at your local pilot shop One publicashytion I found particularly helpful in unshyderstanding piston engines was Light Plane Maintenance published by Belshy

voir Publications 800-424-7887 or at wwwLightPlane-Maintenancecom

When your logbook shows youve met the 30-month requirement make an appointment to meet with an FAA maintenance inspector Take your maintenance logbook letter(s) of recommendation from the AampP IA mechanics with whom you ve worked and three copies of the apshyplication for the maintenance license (FAA Form 8610-2)

After reviewing your paperwork the maintenance inspector might sign your forms and youll be on your way The inspector may howshyever ask you questions to verify your experience level Dont worry Just relax and answer the questions to the best of your knowledge Reshymember youre not expected to know everything If the inspector finds youre not ready to take the exams he or she will suggest that you come back with a stronger unshyderstanding of those areas where you re weakest At this pOint you havent failed anything the inspecshytor is simply helping you learn the material you need know to qualify to take FAA exams

Once you have your inspectors VINTAGE AIRPLANE 2 1

Whats in a Name The AampP rating

BY HG FRAUTSCHY

one or the other you dont have to earn both ratings after

passing the Mechanic General Test

Typically that happens most often with mechanics

for large maintenance operations such as an airline or

large aircraft overhaul facility Often mechanics who work

for these operations may choose to earn a mechanics

certificate with an airframe or powerplant rating since they

rarely if ever cross over to other mechanics duties Thats

similar to the militarys set of MOS (Military Occupational

Specialty) codes where each area of maintenance has

specific training requirements By the way if you were an

aviation maintenance mechanic in the military a portion

of your military service could count toward earning your

mechanics certificate Not all military MOS classifications

All-Urethane Recovering Handbook

---~ Call to order your copies today

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Within aviation we throw around the term AampP

rating when its really more than a single rating-it is

two ratings added to an airmans certificate The actual

certificate issued by the FAA is a mechanics certificate

with airframe and powerplant ratings In fact you can earn

are recognized by the FAA A current list of FAA-accepted

MOS ratings may be obtained through your local FAA FSDO

For more information see the FAA website listed in the

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22 JULY 2007

approval signature on the 8610-2 you can think about taking you r exam The approval does not expire so you can take the AampP whenever its convenient You ll be required to pass separate tests for airframe and powerplant mechanic certificates as well as a general test If you have the resources I wou ld recommend goshying to a prep course For many of us a course like this gives us the final push to finish the rating Think of it as a way to learn a bit more of the material youll need to know for the tests which youll take at the end of the prep course Theyre adminshyistered by FAA-designated mechanic examiners I attended the Bakers School of Aeronautics in Nashville and found it an efficient way to cap off the 30 months of work and earn the rating Check Trade-A -Plane or the Internet for listings of other AampP prep schools

Getting an AampP rating is certainly not easy But if you stick with it I think youll find it an especially rewarding experience I know I did

Getting Your AampP Resource Guide Here are just two of the many schools listed when entering AampP Mechanics Prep School into Google

Bakers School of Aeronautics 164S-M Murfreesboro Road Nashville TN 37217 wwwBakersSchoolcom Phone 615-361-6787 or 800-264-1787

American Ainnan Ground School Inc MacArUtur Plaza Suite 260 E 4250 Veterans Memorial Highway Holbrook NY 11741 Phone 6311585-5179 or SOO4-AlRshyMAN (424-7626) E-mail Infoamerlcanalrmancom wwwAmerlcanAlrmancom

The FAA has a page devoted to earning ones AampP at wwwFAAgovmechanlcsbecome

TAiLWt-leuroeuroL5 ~ we 5vOVlM

r------------------------------------------------------------shy

VI N TAGE A I RPLA N E 23

EAAs

Swallow Biplane A history lesson in our own airport backyard

Swallow NC4028 History The 1928 factory price for each of

three brand-new OX-5 powered Swalshylow biplanes crated and loaded in a railroad boxcar in Wichita Kansas $231155 Their buyer was LampH Airshycraft an airplane dealer in Hartford Connecticut One of the three Swalshylows cost an extra $50 because it had a booster magneto That Swallow serial number 899 was destined to

24 JULY 2007

BY FRED STADLER

fly 79 years later at EAAs Pioneer Airshyport But before then it was to have many adventures

LampH Aircraft had a customer for this Swallow even before it was un shyloaded from the train Mrs Lou Coles Edgar of Schenectady New York liked fast cars and in March 1928 she beshycame t he first woman in New York state to own her own airplane She had her name painted on the Swallows

tail and the name Schenectady Ramshybler applied to its fuse lage A photoshygraph (above) of Edgar posing in front of the airplane was quite a surprise to her husband Ellis Edgar who felt avishyation was too risky for a woman and didnt know his wife had bought an airplane No records have been found of Lou Edgars flights in the Swallow nor even confirmation that she had a pilot certificate She is presumed to be

Their tillling

was fortuitous

a weel~ after

the pieces

were rellloved

the barn

unexpectedly

collapsed

among the earliest recreational pilots and made advertising flights for Old Gold cigarettes

A year later Lou Edgar sold her Swalshylow to Chester A Jordan and George Wachtel]r and the plane was moved to Troy New York Less than two months after the Swallow changed hands it had a tragic accident Wachtel was takshying instruction from 34-year-old lieushytenant Ellsworth G Hayner described in a newspaper account as a World War flyer and chief pilot and instructor for the Troy Airport The engine failed and the plane crashed receiving exshytensive damage Wachtel crawled away from the wreckage without assistance but Hayner had been mortally injured A newspaper reported that Lieutenant Hayner just before he died at the hosshypital regained sufficient strength to cry out the words George George give me that stick He kept repeating these words until death came

A May 1929 letter from the Deshypartment of Commerce cancelled the Swallows registration stating that it had been washed out The damaged pieces were moved to a barn Almost 30 years later Donald A Brewster of Poughkeepsie New York found them and decided to attempt a restoration Cole Palen was also involved in the project and helped move it from the dilapidated barn Their timing was forshytuitous a week after the pieces were

Lou Edgar casually leans against the fuselage of a Waco 10

removed the barn unexpectshyedly collapsed

The Swallow restoration project was apparently too much for Brewster In June of 1961 he sold the pieces to Irving Siewert Jr a Clinshyton Connecticut building contractor who loved airshyplane projects The parts were moved to Griswold Airport in Madison Connecticut where Sherman Griswold helped with the recovering and his father John Griswold reshypaired the Curtiss OX-5 enshygine To replace missing or damaged landing gear parts Siewert welded on N3N axshyles found in a scrap pile and added 650 x 20 truck tires He made the first test flight on Sept 2 1961 and 18 more flights in the local area over the following year VAA memshy

A Douglas M-l mailplane serves as ber Ev Cassagneres also flew drop as Lou Edgar rests on one of the massivethe Swallow there Siewert enshywheels The small cylinder just behind the stepjoyed flying the Swallow but on the cowling is a Pyrene fire extinguisherloved restoring aircraft even

more He had his eye on a cabin Waco cialized in Pratt amp Whitney engines and to rebuild and sold the Swallow for also maintained an aviation museum $2200 which gave him the money to Colonel Earl G Adams flew the Swalshybuy the Waco low from Connecticut to Miami during

The Swallow was bought in Septemshy a more than 1200-mile weeklong trip ber 1962 by Air Carrier Engine Services with a total flying time of 24 hours 35 (ACES) Inc of Miami Florida ACES spe- minutes The plane arrived in time for

VINTAGE AIRPLANE 2 5

Cole Palen helps move one of the Swallows wing panels when Donald Brewster of Poughkeepsie purchased the remains of the airplane

left Irving Siewert Jr the Connectishycut building contractor who loved to restore old aircraft Siewert acquired the project in 1961 and with the help of John and Sherman Griswold he reshystored it at the well-known Griswold airport on the Connecticut coast

an OX-S Club convention which was held in Miami on October 18-21 1962 Fourteen rides were given in the Swalshylow on the last day of the convention

ACES dissolved at some later time and the airplane became the property of Mr John H McGeary Jr although no bill of sale was filed with the Fedshyeral Aviation Administration (FAA) In December 1976 McGeary donated 37 items to EAA The Swallow disasshysembled again and listed in error as a Laird Swallow was among the donated items which were transported in a large semi-trailer from Florida to EAA in Burlington Wisconsin The tail of the Swallow fuselage wasnt properly secured and during the trip it hit the top of the trailer and was damaged That damage was repaired before the parts were put in storage

Prompted by EAA Founder Paul Poberezny a restoration effort was begun at EAA Some felt that the origishynal OX-S engine should be used but since the aircraft was intended for a flight to EAAs Pioneer Airport more reliable components were selected to meet current standards for flying passhysengers A 220-hp Continental engine was donated by Clay Lacy to replace the 90-hp OX-So The United Airlines Historical Foundation provided supshyport for the restoration and support was given by Stits Poly-Fiber and other companies Although this Swallow never carried mail it was painted to resemble the Swallows used by Varney Airlines on the difficult mail route beshytween Pasco Washington and Elko Nevada Varney later merged with other carriers to form United Airlines

EAAs extensive restoration was comshypleted in the fall of 2004 under the direc-

Don Brewster in the cockpit of the Swallow That same instrument panel was still with the project when EAA was given the airplane in late 1976

26 JULY 2007

tion of master mechanic Gary Buettner Buck Hilbert a retired United Airlines captain and prior owner of a Varney Airshylines Swallow performed the required 25 hours of test flights The Swallow is again delighting passengers now at EAAs Pioneer Airport a part of EAAs AirVenture Museum in Oshkosh Wisshyconsin Among its passengers this spring were Lou Edgars two granddaughters who are delighted that Grandmothers airplane is still in the air

ACurious Notation A printed his crossed out and reshy

placed with a handwritten her on a notarys statement more than 75 years

ago-thats what sparked my quest to Two views of the Swallow after the SiewertGriswold restoration in the early 19605 learn about the history of EAAs Swalshylow Ive been honored to be a pilot for Pioneer Airport for a number of years and since I had been flying passengers in the Swallow at Pioneer Airport I beshycame curious about the airplanes hisshytory Since the planes early logbooks were long gone I started with the FAAs CD copy of the planes records They listed the Swallows first owner in 1928 as Lou Edgar of Schenectady New York But Lous notarized signature had that curious strikeout mark with the additional her notation Was the airshyplanes first owner in 1928 a woman

I tried the usual information sources I did Internet searches of FAA pilot reshycords and of the name and address but I quickly realized local help in Scheshynectady was needed EAA is blessed with the widest possible social netshy why did she buy an airplane Responding to a Vintage Airplane work-EAAs extensive network of loshy Genealogical research located Lou magazine article last fall about another cal chapters-put together long before Edgars granddaughters who were Swallow Cassagneres mentioned that the Internet So I called the president amazed to learn that their grandmothshy he had flown a Swallow NC4028 in of the EAA chapter there Bill Mischler ers airplane was still flying They proshy Connecticut Cassagnares letter was asking if someone might be interested vided many colorful details of the first printed in the February 2007 Vintage in researching an old airplane By coshy owners life Airplane along with HG Frautschys incidence Mischler had already been But the Swallow had more secrets observation that the same Swallow working with the Empire State Aeroshy to reveal A cryptic entry in the FAA was still flying at Pioneer Airport Casshysciences Museum on the 75th annishy records indicated a serious accident sagneres graciously sent me personal versary of Schenectady Airport and in Wynantskill New York A detailed photographs of the airplane as it apshyremembered seeing a photograph of an newspaper account of the 1929 accishy peared in 1962 along with some inshyunidentified woman standing in front dent was found by a helpful librarian formation about Irving Siewert who of an airplane Mischler found the phoshy in nearby Troy New York FAA records had done the restoration Cassagneres tograph and the registration number described the airplane as washed out had sharp memories of the airplane of the airplane matched EMs airplane They also showed the airplanes return but had lost touch with Siewert who Now we had a photograph of the Swalshy to airworthy status 30 years later at Grisshy had moved to Colorado low as it looked in 1928 along with its wold Airport in Connecticut but withshy More Internet searches found that owner But who was Lou Edgar and out detail of how repairs were made Irving Siewert had died in 1993 On

VI NTAGE AIRPLANE 27

a chance I called a woman in Colorado who might be a relashytive She turned out to be Siewshyerts widow and was pleased to hear the airplane was still flying She had come close to discarding her husbands reshycords and photographs of the Swallow restoration but had saved them just in case someshyone might need them someshyday She was glad to finally reconnect the records with the airplane The photographs added faces to the names in the FAA records

Another important resource has been the United Airlines Historical Foundation which helped return the Swallow to flight status Don Jiskra of that group has been active in reshysearching the background of this particular Swallow

Rediscovering the history of NC4028 is an ongOing project involving EAA memshybers across the country Every newly discovered detail fills in more of the Swallows story but many questions remain Little is known about the airshyplanes owner in 1962 Air Carrier Engine Services of Mishyami and its later owner McshyGeary who donated it to EAA It is hoped that other EAAers can add detail to this part of the story Stay tuned

At the urging of EAA Founder and Chainnan of the Board Paul Poberemy retired EAA masshyter mechanic Gary Buettner did the bulk of the restoration work on the Swallow Thanks to the support of the United Airtines Historimiddot cal Foundation and with a 220middothp Continental donated by Clay Lacy the Swallow now graces the skies of Oshkosh painted in the colors of

z ~ Varney Airtines a predecessor of United sect z 0

~ r-------------------------------If you have informat ion we can add to

the Swallows story please contact us here at EM Headquarters You can e-mail us at vintageaircrafteaaorg or write to us at Vintage Airplane EM PO Box 3086 Oshshykosh WI 54903-3086

28 JULY 2007

Cole Palen helps move one of the Swallows wing panels when Donald Brewster of Poughkeepsie purchased the remains of the airplane

left Irving Siewert Jr the Connectishycut building contractor who loved to restore old aircraft Siewert acquired the project in 1961 and with the help of John and Sherman Griswold he reshystored it at the well-known Griswold airport on the Connecticut coast

an OX-S Club convention which was held in Miami on October 18-21 1962 Fourteen rides were given in the Swalshylow on the last day of the convention

ACES dissolved at some later time and the airplane became the property of Mr John H McGeary Jr although no bill of sale was filed with the Fedshyeral Aviation Administration (FAA) In December 1976 McGeary donated 37 items to EAA The Swallow disasshysembled again and listed in error as a Laird Swallow was among the donated items which were transported in a large semi-trailer from Florida to EAA in Burlington Wisconsin The tail of the Swallow fuselage wasnt properly secured and during the trip it hit the top of the trailer and was damaged That damage was repaired before the parts were put in storage

Prompted by EAA Founder Paul Poberezny a restoration effort was begun at EAA Some felt that the origishynal OX-S engine should be used but since the aircraft was intended for a flight to EAAs Pioneer Airport more reliable components were selected to meet current standards for flying passhysengers A 220-hp Continental engine was donated by Clay Lacy to replace the 90-hp OX-So The United Airlines Historical Foundation provided supshyport for the restoration and support was given by Stits Poly-Fiber and other companies Although this Swallow never carried mail it was painted to resemble the Swallows used by Varney Airlines on the difficult mail route beshytween Pasco Washington and Elko Nevada Varney later merged with other carriers to form United Airlines

EAAs extensive restoration was comshypleted in the fall of 2004 under the direc-

Don Brewster in the cockpit of the Swallow That same instrument panel was still with the project when EAA was given the airplane in late 1976

26 JULY 2007

tion of master mechanic Gary Buettner Buck Hilbert a retired United Airlines captain and prior owner of a Varney Airshylines Swallow performed the required 25 hours of test flights The Swallow is again delighting passengers now at EAAs Pioneer Airport a part of EAAs AirVenture Museum in Oshkosh Wisshyconsin Among its passengers this spring were Lou Edgars two granddaughters who are delighted that Grandmothers airplane is still in the air

ACurious Notation A printed his crossed out and reshy

placed with a handwritten her on a notarys statement more than 75 years

ago-thats what sparked my quest to Two views of the Swallow after the SiewertGriswold restoration in the early 19605 learn about the history of EAAs Swalshylow Ive been honored to be a pilot for Pioneer Airport for a number of years and since I had been flying passengers in the Swallow at Pioneer Airport I beshycame curious about the airplanes hisshytory Since the planes early logbooks were long gone I started with the FAAs CD copy of the planes records They listed the Swallows first owner in 1928 as Lou Edgar of Schenectady New York But Lous notarized signature had that curious strikeout mark with the additional her notation Was the airshyplanes first owner in 1928 a woman

I tried the usual information sources I did Internet searches of FAA pilot reshycords and of the name and address but I quickly realized local help in Scheshynectady was needed EAA is blessed with the widest possible social netshy why did she buy an airplane Responding to a Vintage Airplane work-EAAs extensive network of loshy Genealogical research located Lou magazine article last fall about another cal chapters-put together long before Edgars granddaughters who were Swallow Cassagneres mentioned that the Internet So I called the president amazed to learn that their grandmothshy he had flown a Swallow NC4028 in of the EAA chapter there Bill Mischler ers airplane was still flying They proshy Connecticut Cassagnares letter was asking if someone might be interested vided many colorful details of the first printed in the February 2007 Vintage in researching an old airplane By coshy owners life Airplane along with HG Frautschys incidence Mischler had already been But the Swallow had more secrets observation that the same Swallow working with the Empire State Aeroshy to reveal A cryptic entry in the FAA was still flying at Pioneer Airport Casshysciences Museum on the 75th annishy records indicated a serious accident sagneres graciously sent me personal versary of Schenectady Airport and in Wynantskill New York A detailed photographs of the airplane as it apshyremembered seeing a photograph of an newspaper account of the 1929 accishy peared in 1962 along with some inshyunidentified woman standing in front dent was found by a helpful librarian formation about Irving Siewert who of an airplane Mischler found the phoshy in nearby Troy New York FAA records had done the restoration Cassagneres tograph and the registration number described the airplane as washed out had sharp memories of the airplane of the airplane matched EMs airplane They also showed the airplanes return but had lost touch with Siewert who Now we had a photograph of the Swalshy to airworthy status 30 years later at Grisshy had moved to Colorado low as it looked in 1928 along with its wold Airport in Connecticut but withshy More Internet searches found that owner But who was Lou Edgar and out detail of how repairs were made Irving Siewert had died in 1993 On

VI NTAGE AIRPLANE 27

a chance I called a woman in Colorado who might be a relashytive She turned out to be Siewshyerts widow and was pleased to hear the airplane was still flying She had come close to discarding her husbands reshycords and photographs of the Swallow restoration but had saved them just in case someshyone might need them someshyday She was glad to finally reconnect the records with the airplane The photographs added faces to the names in the FAA records

Another important resource has been the United Airlines Historical Foundation which helped return the Swallow to flight status Don Jiskra of that group has been active in reshysearching the background of this particular Swallow

Rediscovering the history of NC4028 is an ongOing project involving EAA memshybers across the country Every newly discovered detail fills in more of the Swallows story but many questions remain Little is known about the airshyplanes owner in 1962 Air Carrier Engine Services of Mishyami and its later owner McshyGeary who donated it to EAA It is hoped that other EAAers can add detail to this part of the story Stay tuned

At the urging of EAA Founder and Chainnan of the Board Paul Poberemy retired EAA masshyter mechanic Gary Buettner did the bulk of the restoration work on the Swallow Thanks to the support of the United Airtines Historimiddot cal Foundation and with a 220middothp Continental donated by Clay Lacy the Swallow now graces the skies of Oshkosh painted in the colors of

z ~ Varney Airtines a predecessor of United sect z 0

~ r-------------------------------If you have informat ion we can add to

the Swallows story please contact us here at EM Headquarters You can e-mail us at vintageaircrafteaaorg or write to us at Vintage Airplane EM PO Box 3086 Oshshykosh WI 54903-3086

28 JULY 2007

tion of master mechanic Gary Buettner Buck Hilbert a retired United Airlines captain and prior owner of a Varney Airshylines Swallow performed the required 25 hours of test flights The Swallow is again delighting passengers now at EAAs Pioneer Airport a part of EAAs AirVenture Museum in Oshkosh Wisshyconsin Among its passengers this spring were Lou Edgars two granddaughters who are delighted that Grandmothers airplane is still in the air

ACurious Notation A printed his crossed out and reshy

placed with a handwritten her on a notarys statement more than 75 years

ago-thats what sparked my quest to Two views of the Swallow after the SiewertGriswold restoration in the early 19605 learn about the history of EAAs Swalshylow Ive been honored to be a pilot for Pioneer Airport for a number of years and since I had been flying passengers in the Swallow at Pioneer Airport I beshycame curious about the airplanes hisshytory Since the planes early logbooks were long gone I started with the FAAs CD copy of the planes records They listed the Swallows first owner in 1928 as Lou Edgar of Schenectady New York But Lous notarized signature had that curious strikeout mark with the additional her notation Was the airshyplanes first owner in 1928 a woman

I tried the usual information sources I did Internet searches of FAA pilot reshycords and of the name and address but I quickly realized local help in Scheshynectady was needed EAA is blessed with the widest possible social netshy why did she buy an airplane Responding to a Vintage Airplane work-EAAs extensive network of loshy Genealogical research located Lou magazine article last fall about another cal chapters-put together long before Edgars granddaughters who were Swallow Cassagneres mentioned that the Internet So I called the president amazed to learn that their grandmothshy he had flown a Swallow NC4028 in of the EAA chapter there Bill Mischler ers airplane was still flying They proshy Connecticut Cassagnares letter was asking if someone might be interested vided many colorful details of the first printed in the February 2007 Vintage in researching an old airplane By coshy owners life Airplane along with HG Frautschys incidence Mischler had already been But the Swallow had more secrets observation that the same Swallow working with the Empire State Aeroshy to reveal A cryptic entry in the FAA was still flying at Pioneer Airport Casshysciences Museum on the 75th annishy records indicated a serious accident sagneres graciously sent me personal versary of Schenectady Airport and in Wynantskill New York A detailed photographs of the airplane as it apshyremembered seeing a photograph of an newspaper account of the 1929 accishy peared in 1962 along with some inshyunidentified woman standing in front dent was found by a helpful librarian formation about Irving Siewert who of an airplane Mischler found the phoshy in nearby Troy New York FAA records had done the restoration Cassagneres tograph and the registration number described the airplane as washed out had sharp memories of the airplane of the airplane matched EMs airplane They also showed the airplanes return but had lost touch with Siewert who Now we had a photograph of the Swalshy to airworthy status 30 years later at Grisshy had moved to Colorado low as it looked in 1928 along with its wold Airport in Connecticut but withshy More Internet searches found that owner But who was Lou Edgar and out detail of how repairs were made Irving Siewert had died in 1993 On

VI NTAGE AIRPLANE 27

a chance I called a woman in Colorado who might be a relashytive She turned out to be Siewshyerts widow and was pleased to hear the airplane was still flying She had come close to discarding her husbands reshycords and photographs of the Swallow restoration but had saved them just in case someshyone might need them someshyday She was glad to finally reconnect the records with the airplane The photographs added faces to the names in the FAA records

Another important resource has been the United Airlines Historical Foundation which helped return the Swallow to flight status Don Jiskra of that group has been active in reshysearching the background of this particular Swallow

Rediscovering the history of NC4028 is an ongOing project involving EAA memshybers across the country Every newly discovered detail fills in more of the Swallows story but many questions remain Little is known about the airshyplanes owner in 1962 Air Carrier Engine Services of Mishyami and its later owner McshyGeary who donated it to EAA It is hoped that other EAAers can add detail to this part of the story Stay tuned

At the urging of EAA Founder and Chainnan of the Board Paul Poberemy retired EAA masshyter mechanic Gary Buettner did the bulk of the restoration work on the Swallow Thanks to the support of the United Airtines Historimiddot cal Foundation and with a 220middothp Continental donated by Clay Lacy the Swallow now graces the skies of Oshkosh painted in the colors of

z ~ Varney Airtines a predecessor of United sect z 0

~ r-------------------------------If you have informat ion we can add to

the Swallows story please contact us here at EM Headquarters You can e-mail us at vintageaircrafteaaorg or write to us at Vintage Airplane EM PO Box 3086 Oshshykosh WI 54903-3086

28 JULY 2007

a chance I called a woman in Colorado who might be a relashytive She turned out to be Siewshyerts widow and was pleased to hear the airplane was still flying She had come close to discarding her husbands reshycords and photographs of the Swallow restoration but had saved them just in case someshyone might need them someshyday She was glad to finally reconnect the records with the airplane The photographs added faces to the names in the FAA records

Another important resource has been the United Airlines Historical Foundation which helped return the Swallow to flight status Don Jiskra of that group has been active in reshysearching the background of this particular Swallow

Rediscovering the history of NC4028 is an ongOing project involving EAA memshybers across the country Every newly discovered detail fills in more of the Swallows story but many questions remain Little is known about the airshyplanes owner in 1962 Air Carrier Engine Services of Mishyami and its later owner McshyGeary who donated it to EAA It is hoped that other EAAers can add detail to this part of the story Stay tuned

At the urging of EAA Founder and Chainnan of the Board Paul Poberemy retired EAA masshyter mechanic Gary Buettner did the bulk of the restoration work on the Swallow Thanks to the support of the United Airtines Historimiddot cal Foundation and with a 220middothp Continental donated by Clay Lacy the Swallow now graces the skies of Oshkosh painted in the colors of

z ~ Varney Airtines a predecessor of United sect z 0

~ r-------------------------------If you have informat ion we can add to

the Swallows story please contact us here at EM Headquarters You can e-mail us at vintageaircrafteaaorg or write to us at Vintage Airplane EM PO Box 3086 Oshshykosh WI 54903-3086

28 JULY 2007

NC4028 Family Reunion

Lou Edgars two granddaughters Debra Kalodikis of Syracuse NY and Carol Ashbee of Toronto Quebec Canada and Carols daughter Kelly during their visit to the EAA AirVenture Museum

30 JULY 2007

by Fred Stadler

When Lou Edgars grandshydaughters learned that her Swallow was still flying they decided they had to see it After a year of planshyning their trip from Toshyronto to Oshkosh led not only to a wondershyful airplane but also to a Wisconsin branch of their family they hadnt known existed

Sisters Debra Kalodikis of Syrashycuse New York and Carol Ashbee of Toronto were joined by Carols husshyband Greg and their adult daughter Kelly on the 700-mile drive to Oshshykosh On June 1 they participated in a program at Pioneer Airport about

the Swallows history and each took a ride in the airplane Many of the volshyunteers who helped restore the 1927 biplane were on hand as were Lisa Edgar and her brother Bruce Edgar a private pilot from Milwaukee Pioneer Airport volunteer John Edgar had loshycated Lisa and Bruce Research on the Swallows history had discovered that Lisa Bruce and John were direct relashytives of Lou Edgars husband Ellis

Before their visit to Oshkosh Lou Edgars granddaughters and greatshygranddaughter didnt have a particular interest in aviation but they greatly enjoyed their visit to the EAA AirVenshyture Museum and now are eager to learn more about their ancestor Lou Edgar would be proud ~

BY HG FRAUTSCHY

THIS MONTHS MYSTERY PLANE COMES TO US FROM THE EAA ARCHIVES

Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903 -3086 Your answer needs to be in no later than August 10 for inclusion in the October 2007 issue of Vintage Airplane

You can also send your response via e-mail Send your answer to mysteryplane eaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line

APR I L S MYSTERY ANSW ER

of the photo Wes Smith nor I have any solid clues as to its identity The twin fins are certainly a distinguishing feature as are the four ailerons with a slave strut between each wings control surfaces Beyond those two

As regular readers of this clues and the numeral 7 on the fin it column know on occasion we run a looks like one of the many copies of a true Mystery Plane that is to say one Curtiss headless pusher built during whose identity weve been unable to the latter end of the pioneer era of confirm Our April subject was one aviation If anyone has any further such mystery as neither the supplier information please pass it along

V I NTA GE AIRP L A NE 31

Youre slipping Doug my best friend told me as I confessed that I had totally missed the deadline for sending an article to be published in last months issue of Vintage Airplane And sure enough if I go by a couple of definitions I found in the dictionary the term slipping would certainly apply The dictionary defined slipping as pass or change to a lower worse or different condition typically in a gradual or imperceptible way It also included this definition Behaving in a way that is not up to ones usual level of performance I must confess to exemplifying both definitions

But the dictionary also had this definition of slipping A sideways movement of an aircraft in flight and it was relative to that definition that I received the following e-mail from a reader

I have a question on forward slips to lose altitude for landing (no flaps) I was taught many years ago to slip low wing into the wind and I have done so for a long time Recently though I have seen where that could cause some trouble so here is the scenario We are landing on Runway 36 winds are 330 at 8 We could put the left wing down into the wind with the nose headed about 030 degrees and land left main wheel first Wind gusts play havoc on all that wing area pointed into the wind and a go-around would be tough in underpowered planes (the reader flies a Taylor E-2) as we are low and trying to climb in a crosswind to the runway heading or to the left upwind leg

All can be done safely but not without some careful stick and rudder The alternative is to point the nose into the wind (heading 330 degrees) and slip with the right wing down Now transition to landing on the left main 32 JULY 2007

BY DOUG STEWART

Youre slipping wheel is a little tougher but wind gusts have almost no effect on the plane during approach as the area into the wind is greatly reduced and go-around is easy by leveling the wings and climbing into the wind to join the crosswind leg of the pattern

This reader had indeed shown a great understanding of the dynamics of a forward slip when the wind is blowing He had obviously thought the situation through and then flew his scenarios to confirm his beliefs Reading between the lines I could also assume that this reader had some good stick-and-rudder skills

But before I get to my answer to this reader lets define not only a forward slip but a sideslip as well Over the years I have found that confusion about the two (forward slip versus sideslip) exists in more pilots than I might have thought Understanding the difference between them is crucial to answering this question

A forward slip is a maneuver that is used to lose altitude In aircraft without flaps it is used regularly to keep an airplane on the glide slope as it descends down final approach for landing (It is also used regularly in aircraft with a tandem configuration when flown from the back seat so as to afford a view of the runway when on final approach) In a forward slip the longitudinal axis of the aircraft is pointed away from the direction of flight while the wing pointing in the forward direction of the airplane is lowered Whereas this maneuver can be used in curving flight (as in the turn from base leg to final in the traffic pattern) it is most typically used on final

In that situation the nose is turned away from the extended centerline of

the runway using rudder to achieve this while simultaneously the wing toward the runway is lowered using aileron This configuration produces a great amount of drag as the fuselage is now facing into the relative wind and the airplane increases its descent rate without accelerating Exactly what we need if we find ourselves above the glide slope on final

This maneuver is not limited to aircraft without flaps In fact the practical test standards for every certificate from sport pilot through commercial pilot include the forward slip as a maneuver to be tested Indeed proficiency with the maneuver is integral in a situation when you find yourself in an airplane whose engine has ceased to function and your only landing area is a small one surrounded by high obstacles This would not be the time to find out that the first two definitions of slipping used in this article apply

Let us now define a Sideslip The sideslip is a maneuver that is used in landing in a crosswind It allows us to maintain the longitudinal axis of the aircraft with the direction of travel (ideally right down the centerline of the runway) without drifting If the airplane were to be viewed without any form of ground reference it would appear to be drifting (slipping) in the direction of the lowered wing When we add a ground reference (the centerline of a runway) the airplane is still slipping to the side but the blowing wind counters this sideways motion over the ground and the airplane remains centered over the runway centerline

In a sideslip if you find that you are drifting away from the centerline into the wind raise your lowered wing

200ARJENTlREOSHKOSH

~

bullMustang Quarter-Mile Challenge bull Driver ampCelebrity Autograph Sessions

slightly and reduce the amount of opposite rudder you have been holding (As in the forward slip the rudder is controlling the longitudinal axis [heading] and the ailerons the bank) Conversely if you are drifting away from the runway centerline and away from the wind lower the windward wing some more and add more opposite rudder to maintain heading with the runway centerline

Lets hope all of this has made sense to you If not it is possible that my verbal skills might be slipping but thats another story Again understanding the difference between a forward slip and a Sideslip is important in my answer to the readers question about forward slips My answer now follows

For what it is worth I teach the first technique you describe low wing into the wind Thats because for the vast majority of pilots it is much easier to transition into the correct wingshylow Sideslip required for the landing Lets take your scenario If you were descending in a forward slip with your right wing low the airplane would be less susceptible to gusts in that heading

However in order to land you would still need to swap everything around and get the left wing low (not as low as in the forward slip) with the nose pointing in the direction of your travel (ideally aligned with the runway heading) thus converting a right-wing-low forward slip to a left-wing-low sideslip If the wind is gusting and there are any obstacles to create orographic turbulence this could be a very challenging maneuver

By forward slipping with the wing into the wind as the low one the transition to the sideslip required for a crosswind landing is much simpler with much less risk If the need to go around arises I do not find the transition to the crab into the wind that would then be required to be that difficult

You certainly display a great understanding of the dynamics of both situations and also dont seem bothered about putting either wing low You seem to understand the pros and cons of either way of doing it and I would assume you are also comfortable in either configuration So I would suggest that you do what works best for you If you have the dexterity of hand foot and eye

The Clear Choice When Your Goal Is Perfection Our illustrated instruction manual and How-To DVD will show you exactly how to apply fabric and then how to become a part

of the legend with a colorful durable finishing touch Approved by Perfectionists

wwwpolyfibercom infopolyfibercom Poly Fiber is a Division of Consolidated Aircraft Coatings Clrft Coati

34 JULY 2007

to transition from one side to the other then it shouldnt be a problem

The bottom line is that you need to end up with the proper wing low to counter the crosswind in the sideslip for landing

As an aside I have flown with many pilots who until I point out the problem will only slip in one direction regardless of what the wind might be doing Its kind of like ice skating or skiing where it is much easier to cross one leg over or turn in one direction than it is in the other Many pilots especially those flying airplanes with side-by-side seating are only comfortable slipping with the left wing low Depending on the wind however we need to be able to slip with either wing low

There might also be a situation when we will have to transition from having the left wing low to having the right wing low Suppose we are flying a left base leg in the traffic pattern and realize we are high To compound the situation there is a crosswind blowing from the right side of the runway We would now have to set up a forward slip with the left wing low while on the base leg maintaining that forward slip through the turn to final Then once on final we will have to transition to having the right wing low It is a maneuver that requires some dexterity As an aside it is a maneuver that all of my clients receiving tailwheel transition training in my PA-12 must demonstrate proficiently

If it has been some time since you last practiced this maneuver you might find that the first two definitions of slipping mentioned at the beginning of this article are the ones that apply to your skills in slipping your airplane So the next time you are flying practice a few forward slips Then when there are blue skies with tail winds that shift to crosswinds on your landing you will be prepared

We welcome members input and questions for Doug Please send your questions to Doug at dougdsflightcom or directly to us at Vintage Airplane EAA PO Box 3086 Oshkosh WI 54903-3086

Doug Stewart is the 2004 National CFI ofthe Year a NAFI Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Columbia County Airport (lBl) ~

BY HG FRAUTSCHY

THIS MONTHS MYSTERY PLANE COMES TO US FROM THE EAA ARCHIVES

Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903 -3086 Your answer needs to be in no later than August 10 for inclusion in the October 2007 issue of Vintage Airplane

You can also send your response via e-mail Send your answer to mysteryplane eaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line

APR I L S MYSTERY ANSW ER

of the photo Wes Smith nor I have any solid clues as to its identity The twin fins are certainly a distinguishing feature as are the four ailerons with a slave strut between each wings control surfaces Beyond those two

As regular readers of this clues and the numeral 7 on the fin it column know on occasion we run a looks like one of the many copies of a true Mystery Plane that is to say one Curtiss headless pusher built during whose identity weve been unable to the latter end of the pioneer era of confirm Our April subject was one aviation If anyone has any further such mystery as neither the supplier information please pass it along

V I NTA GE AIRP L A NE 31

Youre slipping Doug my best friend told me as I confessed that I had totally missed the deadline for sending an article to be published in last months issue of Vintage Airplane And sure enough if I go by a couple of definitions I found in the dictionary the term slipping would certainly apply The dictionary defined slipping as pass or change to a lower worse or different condition typically in a gradual or imperceptible way It also included this definition Behaving in a way that is not up to ones usual level of performance I must confess to exemplifying both definitions

But the dictionary also had this definition of slipping A sideways movement of an aircraft in flight and it was relative to that definition that I received the following e-mail from a reader

I have a question on forward slips to lose altitude for landing (no flaps) I was taught many years ago to slip low wing into the wind and I have done so for a long time Recently though I have seen where that could cause some trouble so here is the scenario We are landing on Runway 36 winds are 330 at 8 We could put the left wing down into the wind with the nose headed about 030 degrees and land left main wheel first Wind gusts play havoc on all that wing area pointed into the wind and a go-around would be tough in underpowered planes (the reader flies a Taylor E-2) as we are low and trying to climb in a crosswind to the runway heading or to the left upwind leg

All can be done safely but not without some careful stick and rudder The alternative is to point the nose into the wind (heading 330 degrees) and slip with the right wing down Now transition to landing on the left main 32 JULY 2007

BY DOUG STEWART

Youre slipping wheel is a little tougher but wind gusts have almost no effect on the plane during approach as the area into the wind is greatly reduced and go-around is easy by leveling the wings and climbing into the wind to join the crosswind leg of the pattern

This reader had indeed shown a great understanding of the dynamics of a forward slip when the wind is blowing He had obviously thought the situation through and then flew his scenarios to confirm his beliefs Reading between the lines I could also assume that this reader had some good stick-and-rudder skills

But before I get to my answer to this reader lets define not only a forward slip but a sideslip as well Over the years I have found that confusion about the two (forward slip versus sideslip) exists in more pilots than I might have thought Understanding the difference between them is crucial to answering this question

A forward slip is a maneuver that is used to lose altitude In aircraft without flaps it is used regularly to keep an airplane on the glide slope as it descends down final approach for landing (It is also used regularly in aircraft with a tandem configuration when flown from the back seat so as to afford a view of the runway when on final approach) In a forward slip the longitudinal axis of the aircraft is pointed away from the direction of flight while the wing pointing in the forward direction of the airplane is lowered Whereas this maneuver can be used in curving flight (as in the turn from base leg to final in the traffic pattern) it is most typically used on final

In that situation the nose is turned away from the extended centerline of

the runway using rudder to achieve this while simultaneously the wing toward the runway is lowered using aileron This configuration produces a great amount of drag as the fuselage is now facing into the relative wind and the airplane increases its descent rate without accelerating Exactly what we need if we find ourselves above the glide slope on final

This maneuver is not limited to aircraft without flaps In fact the practical test standards for every certificate from sport pilot through commercial pilot include the forward slip as a maneuver to be tested Indeed proficiency with the maneuver is integral in a situation when you find yourself in an airplane whose engine has ceased to function and your only landing area is a small one surrounded by high obstacles This would not be the time to find out that the first two definitions of slipping used in this article apply

Let us now define a Sideslip The sideslip is a maneuver that is used in landing in a crosswind It allows us to maintain the longitudinal axis of the aircraft with the direction of travel (ideally right down the centerline of the runway) without drifting If the airplane were to be viewed without any form of ground reference it would appear to be drifting (slipping) in the direction of the lowered wing When we add a ground reference (the centerline of a runway) the airplane is still slipping to the side but the blowing wind counters this sideways motion over the ground and the airplane remains centered over the runway centerline

In a sideslip if you find that you are drifting away from the centerline into the wind raise your lowered wing

200ARJENTlREOSHKOSH

~

bullMustang Quarter-Mile Challenge bull Driver ampCelebrity Autograph Sessions

slightly and reduce the amount of opposite rudder you have been holding (As in the forward slip the rudder is controlling the longitudinal axis [heading] and the ailerons the bank) Conversely if you are drifting away from the runway centerline and away from the wind lower the windward wing some more and add more opposite rudder to maintain heading with the runway centerline

Lets hope all of this has made sense to you If not it is possible that my verbal skills might be slipping but thats another story Again understanding the difference between a forward slip and a Sideslip is important in my answer to the readers question about forward slips My answer now follows

For what it is worth I teach the first technique you describe low wing into the wind Thats because for the vast majority of pilots it is much easier to transition into the correct wingshylow Sideslip required for the landing Lets take your scenario If you were descending in a forward slip with your right wing low the airplane would be less susceptible to gusts in that heading

However in order to land you would still need to swap everything around and get the left wing low (not as low as in the forward slip) with the nose pointing in the direction of your travel (ideally aligned with the runway heading) thus converting a right-wing-low forward slip to a left-wing-low sideslip If the wind is gusting and there are any obstacles to create orographic turbulence this could be a very challenging maneuver

By forward slipping with the wing into the wind as the low one the transition to the sideslip required for a crosswind landing is much simpler with much less risk If the need to go around arises I do not find the transition to the crab into the wind that would then be required to be that difficult

You certainly display a great understanding of the dynamics of both situations and also dont seem bothered about putting either wing low You seem to understand the pros and cons of either way of doing it and I would assume you are also comfortable in either configuration So I would suggest that you do what works best for you If you have the dexterity of hand foot and eye

The Clear Choice When Your Goal Is Perfection Our illustrated instruction manual and How-To DVD will show you exactly how to apply fabric and then how to become a part

of the legend with a colorful durable finishing touch Approved by Perfectionists

wwwpolyfibercom infopolyfibercom Poly Fiber is a Division of Consolidated Aircraft Coatings Clrft Coati

34 JULY 2007

to transition from one side to the other then it shouldnt be a problem

The bottom line is that you need to end up with the proper wing low to counter the crosswind in the sideslip for landing

As an aside I have flown with many pilots who until I point out the problem will only slip in one direction regardless of what the wind might be doing Its kind of like ice skating or skiing where it is much easier to cross one leg over or turn in one direction than it is in the other Many pilots especially those flying airplanes with side-by-side seating are only comfortable slipping with the left wing low Depending on the wind however we need to be able to slip with either wing low

There might also be a situation when we will have to transition from having the left wing low to having the right wing low Suppose we are flying a left base leg in the traffic pattern and realize we are high To compound the situation there is a crosswind blowing from the right side of the runway We would now have to set up a forward slip with the left wing low while on the base leg maintaining that forward slip through the turn to final Then once on final we will have to transition to having the right wing low It is a maneuver that requires some dexterity As an aside it is a maneuver that all of my clients receiving tailwheel transition training in my PA-12 must demonstrate proficiently

If it has been some time since you last practiced this maneuver you might find that the first two definitions of slipping mentioned at the beginning of this article are the ones that apply to your skills in slipping your airplane So the next time you are flying practice a few forward slips Then when there are blue skies with tail winds that shift to crosswinds on your landing you will be prepared

We welcome members input and questions for Doug Please send your questions to Doug at dougdsflightcom or directly to us at Vintage Airplane EAA PO Box 3086 Oshkosh WI 54903-3086

Doug Stewart is the 2004 National CFI ofthe Year a NAFI Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Columbia County Airport (lBl) ~

Youre slipping Doug my best friend told me as I confessed that I had totally missed the deadline for sending an article to be published in last months issue of Vintage Airplane And sure enough if I go by a couple of definitions I found in the dictionary the term slipping would certainly apply The dictionary defined slipping as pass or change to a lower worse or different condition typically in a gradual or imperceptible way It also included this definition Behaving in a way that is not up to ones usual level of performance I must confess to exemplifying both definitions

But the dictionary also had this definition of slipping A sideways movement of an aircraft in flight and it was relative to that definition that I received the following e-mail from a reader

I have a question on forward slips to lose altitude for landing (no flaps) I was taught many years ago to slip low wing into the wind and I have done so for a long time Recently though I have seen where that could cause some trouble so here is the scenario We are landing on Runway 36 winds are 330 at 8 We could put the left wing down into the wind with the nose headed about 030 degrees and land left main wheel first Wind gusts play havoc on all that wing area pointed into the wind and a go-around would be tough in underpowered planes (the reader flies a Taylor E-2) as we are low and trying to climb in a crosswind to the runway heading or to the left upwind leg

All can be done safely but not without some careful stick and rudder The alternative is to point the nose into the wind (heading 330 degrees) and slip with the right wing down Now transition to landing on the left main 32 JULY 2007

BY DOUG STEWART

Youre slipping wheel is a little tougher but wind gusts have almost no effect on the plane during approach as the area into the wind is greatly reduced and go-around is easy by leveling the wings and climbing into the wind to join the crosswind leg of the pattern

This reader had indeed shown a great understanding of the dynamics of a forward slip when the wind is blowing He had obviously thought the situation through and then flew his scenarios to confirm his beliefs Reading between the lines I could also assume that this reader had some good stick-and-rudder skills

But before I get to my answer to this reader lets define not only a forward slip but a sideslip as well Over the years I have found that confusion about the two (forward slip versus sideslip) exists in more pilots than I might have thought Understanding the difference between them is crucial to answering this question

A forward slip is a maneuver that is used to lose altitude In aircraft without flaps it is used regularly to keep an airplane on the glide slope as it descends down final approach for landing (It is also used regularly in aircraft with a tandem configuration when flown from the back seat so as to afford a view of the runway when on final approach) In a forward slip the longitudinal axis of the aircraft is pointed away from the direction of flight while the wing pointing in the forward direction of the airplane is lowered Whereas this maneuver can be used in curving flight (as in the turn from base leg to final in the traffic pattern) it is most typically used on final

In that situation the nose is turned away from the extended centerline of

the runway using rudder to achieve this while simultaneously the wing toward the runway is lowered using aileron This configuration produces a great amount of drag as the fuselage is now facing into the relative wind and the airplane increases its descent rate without accelerating Exactly what we need if we find ourselves above the glide slope on final

This maneuver is not limited to aircraft without flaps In fact the practical test standards for every certificate from sport pilot through commercial pilot include the forward slip as a maneuver to be tested Indeed proficiency with the maneuver is integral in a situation when you find yourself in an airplane whose engine has ceased to function and your only landing area is a small one surrounded by high obstacles This would not be the time to find out that the first two definitions of slipping used in this article apply

Let us now define a Sideslip The sideslip is a maneuver that is used in landing in a crosswind It allows us to maintain the longitudinal axis of the aircraft with the direction of travel (ideally right down the centerline of the runway) without drifting If the airplane were to be viewed without any form of ground reference it would appear to be drifting (slipping) in the direction of the lowered wing When we add a ground reference (the centerline of a runway) the airplane is still slipping to the side but the blowing wind counters this sideways motion over the ground and the airplane remains centered over the runway centerline

In a sideslip if you find that you are drifting away from the centerline into the wind raise your lowered wing

200ARJENTlREOSHKOSH

~

bullMustang Quarter-Mile Challenge bull Driver ampCelebrity Autograph Sessions

slightly and reduce the amount of opposite rudder you have been holding (As in the forward slip the rudder is controlling the longitudinal axis [heading] and the ailerons the bank) Conversely if you are drifting away from the runway centerline and away from the wind lower the windward wing some more and add more opposite rudder to maintain heading with the runway centerline

Lets hope all of this has made sense to you If not it is possible that my verbal skills might be slipping but thats another story Again understanding the difference between a forward slip and a Sideslip is important in my answer to the readers question about forward slips My answer now follows

For what it is worth I teach the first technique you describe low wing into the wind Thats because for the vast majority of pilots it is much easier to transition into the correct wingshylow Sideslip required for the landing Lets take your scenario If you were descending in a forward slip with your right wing low the airplane would be less susceptible to gusts in that heading

However in order to land you would still need to swap everything around and get the left wing low (not as low as in the forward slip) with the nose pointing in the direction of your travel (ideally aligned with the runway heading) thus converting a right-wing-low forward slip to a left-wing-low sideslip If the wind is gusting and there are any obstacles to create orographic turbulence this could be a very challenging maneuver

By forward slipping with the wing into the wind as the low one the transition to the sideslip required for a crosswind landing is much simpler with much less risk If the need to go around arises I do not find the transition to the crab into the wind that would then be required to be that difficult

You certainly display a great understanding of the dynamics of both situations and also dont seem bothered about putting either wing low You seem to understand the pros and cons of either way of doing it and I would assume you are also comfortable in either configuration So I would suggest that you do what works best for you If you have the dexterity of hand foot and eye

The Clear Choice When Your Goal Is Perfection Our illustrated instruction manual and How-To DVD will show you exactly how to apply fabric and then how to become a part

of the legend with a colorful durable finishing touch Approved by Perfectionists

wwwpolyfibercom infopolyfibercom Poly Fiber is a Division of Consolidated Aircraft Coatings Clrft Coati

34 JULY 2007

to transition from one side to the other then it shouldnt be a problem

The bottom line is that you need to end up with the proper wing low to counter the crosswind in the sideslip for landing

As an aside I have flown with many pilots who until I point out the problem will only slip in one direction regardless of what the wind might be doing Its kind of like ice skating or skiing where it is much easier to cross one leg over or turn in one direction than it is in the other Many pilots especially those flying airplanes with side-by-side seating are only comfortable slipping with the left wing low Depending on the wind however we need to be able to slip with either wing low

There might also be a situation when we will have to transition from having the left wing low to having the right wing low Suppose we are flying a left base leg in the traffic pattern and realize we are high To compound the situation there is a crosswind blowing from the right side of the runway We would now have to set up a forward slip with the left wing low while on the base leg maintaining that forward slip through the turn to final Then once on final we will have to transition to having the right wing low It is a maneuver that requires some dexterity As an aside it is a maneuver that all of my clients receiving tailwheel transition training in my PA-12 must demonstrate proficiently

If it has been some time since you last practiced this maneuver you might find that the first two definitions of slipping mentioned at the beginning of this article are the ones that apply to your skills in slipping your airplane So the next time you are flying practice a few forward slips Then when there are blue skies with tail winds that shift to crosswinds on your landing you will be prepared

We welcome members input and questions for Doug Please send your questions to Doug at dougdsflightcom or directly to us at Vintage Airplane EAA PO Box 3086 Oshkosh WI 54903-3086

Doug Stewart is the 2004 National CFI ofthe Year a NAFI Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Columbia County Airport (lBl) ~

200ARJENTlREOSHKOSH

~

bullMustang Quarter-Mile Challenge bull Driver ampCelebrity Autograph Sessions

slightly and reduce the amount of opposite rudder you have been holding (As in the forward slip the rudder is controlling the longitudinal axis [heading] and the ailerons the bank) Conversely if you are drifting away from the runway centerline and away from the wind lower the windward wing some more and add more opposite rudder to maintain heading with the runway centerline

Lets hope all of this has made sense to you If not it is possible that my verbal skills might be slipping but thats another story Again understanding the difference between a forward slip and a Sideslip is important in my answer to the readers question about forward slips My answer now follows

For what it is worth I teach the first technique you describe low wing into the wind Thats because for the vast majority of pilots it is much easier to transition into the correct wingshylow Sideslip required for the landing Lets take your scenario If you were descending in a forward slip with your right wing low the airplane would be less susceptible to gusts in that heading

However in order to land you would still need to swap everything around and get the left wing low (not as low as in the forward slip) with the nose pointing in the direction of your travel (ideally aligned with the runway heading) thus converting a right-wing-low forward slip to a left-wing-low sideslip If the wind is gusting and there are any obstacles to create orographic turbulence this could be a very challenging maneuver

By forward slipping with the wing into the wind as the low one the transition to the sideslip required for a crosswind landing is much simpler with much less risk If the need to go around arises I do not find the transition to the crab into the wind that would then be required to be that difficult

You certainly display a great understanding of the dynamics of both situations and also dont seem bothered about putting either wing low You seem to understand the pros and cons of either way of doing it and I would assume you are also comfortable in either configuration So I would suggest that you do what works best for you If you have the dexterity of hand foot and eye

The Clear Choice When Your Goal Is Perfection Our illustrated instruction manual and How-To DVD will show you exactly how to apply fabric and then how to become a part

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34 JULY 2007

to transition from one side to the other then it shouldnt be a problem

The bottom line is that you need to end up with the proper wing low to counter the crosswind in the sideslip for landing

As an aside I have flown with many pilots who until I point out the problem will only slip in one direction regardless of what the wind might be doing Its kind of like ice skating or skiing where it is much easier to cross one leg over or turn in one direction than it is in the other Many pilots especially those flying airplanes with side-by-side seating are only comfortable slipping with the left wing low Depending on the wind however we need to be able to slip with either wing low

There might also be a situation when we will have to transition from having the left wing low to having the right wing low Suppose we are flying a left base leg in the traffic pattern and realize we are high To compound the situation there is a crosswind blowing from the right side of the runway We would now have to set up a forward slip with the left wing low while on the base leg maintaining that forward slip through the turn to final Then once on final we will have to transition to having the right wing low It is a maneuver that requires some dexterity As an aside it is a maneuver that all of my clients receiving tailwheel transition training in my PA-12 must demonstrate proficiently

If it has been some time since you last practiced this maneuver you might find that the first two definitions of slipping mentioned at the beginning of this article are the ones that apply to your skills in slipping your airplane So the next time you are flying practice a few forward slips Then when there are blue skies with tail winds that shift to crosswinds on your landing you will be prepared

We welcome members input and questions for Doug Please send your questions to Doug at dougdsflightcom or directly to us at Vintage Airplane EAA PO Box 3086 Oshkosh WI 54903-3086

Doug Stewart is the 2004 National CFI ofthe Year a NAFI Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Columbia County Airport (lBl) ~

slightly and reduce the amount of opposite rudder you have been holding (As in the forward slip the rudder is controlling the longitudinal axis [heading] and the ailerons the bank) Conversely if you are drifting away from the runway centerline and away from the wind lower the windward wing some more and add more opposite rudder to maintain heading with the runway centerline

Lets hope all of this has made sense to you If not it is possible that my verbal skills might be slipping but thats another story Again understanding the difference between a forward slip and a Sideslip is important in my answer to the readers question about forward slips My answer now follows

For what it is worth I teach the first technique you describe low wing into the wind Thats because for the vast majority of pilots it is much easier to transition into the correct wingshylow Sideslip required for the landing Lets take your scenario If you were descending in a forward slip with your right wing low the airplane would be less susceptible to gusts in that heading

However in order to land you would still need to swap everything around and get the left wing low (not as low as in the forward slip) with the nose pointing in the direction of your travel (ideally aligned with the runway heading) thus converting a right-wing-low forward slip to a left-wing-low sideslip If the wind is gusting and there are any obstacles to create orographic turbulence this could be a very challenging maneuver

By forward slipping with the wing into the wind as the low one the transition to the sideslip required for a crosswind landing is much simpler with much less risk If the need to go around arises I do not find the transition to the crab into the wind that would then be required to be that difficult

You certainly display a great understanding of the dynamics of both situations and also dont seem bothered about putting either wing low You seem to understand the pros and cons of either way of doing it and I would assume you are also comfortable in either configuration So I would suggest that you do what works best for you If you have the dexterity of hand foot and eye

The Clear Choice When Your Goal Is Perfection Our illustrated instruction manual and How-To DVD will show you exactly how to apply fabric and then how to become a part

of the legend with a colorful durable finishing touch Approved by Perfectionists

wwwpolyfibercom infopolyfibercom Poly Fiber is a Division of Consolidated Aircraft Coatings Clrft Coati

34 JULY 2007

to transition from one side to the other then it shouldnt be a problem

The bottom line is that you need to end up with the proper wing low to counter the crosswind in the sideslip for landing

As an aside I have flown with many pilots who until I point out the problem will only slip in one direction regardless of what the wind might be doing Its kind of like ice skating or skiing where it is much easier to cross one leg over or turn in one direction than it is in the other Many pilots especially those flying airplanes with side-by-side seating are only comfortable slipping with the left wing low Depending on the wind however we need to be able to slip with either wing low

There might also be a situation when we will have to transition from having the left wing low to having the right wing low Suppose we are flying a left base leg in the traffic pattern and realize we are high To compound the situation there is a crosswind blowing from the right side of the runway We would now have to set up a forward slip with the left wing low while on the base leg maintaining that forward slip through the turn to final Then once on final we will have to transition to having the right wing low It is a maneuver that requires some dexterity As an aside it is a maneuver that all of my clients receiving tailwheel transition training in my PA-12 must demonstrate proficiently

If it has been some time since you last practiced this maneuver you might find that the first two definitions of slipping mentioned at the beginning of this article are the ones that apply to your skills in slipping your airplane So the next time you are flying practice a few forward slips Then when there are blue skies with tail winds that shift to crosswinds on your landing you will be prepared

We welcome members input and questions for Doug Please send your questions to Doug at dougdsflightcom or directly to us at Vintage Airplane EAA PO Box 3086 Oshkosh WI 54903-3086

Doug Stewart is the 2004 National CFI ofthe Year a NAFI Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Columbia County Airport (lBl) ~

Connie and I have depended on AUA from the outset of our

flying It is a comforting feeling knowing they are there if we

need them Their service has been excellent We look for many

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-Phil Wells

Phil and Connie Wells Rutherfordton NC

_ Phil began flying as a flight surgeon in the early 7980s

_ Retired anesthesiologist

_ Currently flies a Maule M6 235 and a restored Luscombe 8

The best is affordable Give AUA a call - its FREE

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BY BUCK HILBERT

Restoration choices A friend contemplating getting inshy

volved with a restoration asked me Which is the better choice an anshytique or a classiccontemporary I tried to answer

First lets identify which is which For EAAVAA Judging standards we classify them this way

Antique An aircraft constructed by the origshy

inal manufacturer or its licensee on or before August 31 1945 with the exception of certain pre-World War II aircraft models that had only a small postwar production Examples Beechcraft Staggerwing Fairchild 24 and Monocoupe

Classic An aircraft constructed by the origishy

nal manufacturer or its licensee on or after September 1 1945 up to and inshycluding December 31 1955

Contemporary An aircraft constructed by the origishy

nal manufacturer or its licensee on or after January 1 1956 up to and inshycluding December 311970

To begin your decision process ask yourself a few questions If you can answer them in an affirmative way then the choice is easy

Are you looking for something to fly for fun a real airplane to look at and be admired Then consider the antique

If you want transportation and want to go places then consider the classic or a contemporary airplane

Okay if youve got that settled here are a few more things to consider

Antique airplanes are pretty basic 36 JULY 2007

Usually theyre built of fabric wood and tube Only a few have electrical systems and they are equipped with older engines and no modern technolshyogy They are also sometimes fragile and need a lot of tender loving care

Which is the better choice First lets

identify which is which

Their engines may be old school not the 2000-hour overhaul type weve become accustomed to and reshyplacement parts are difficult to find for these old engines Forced landing procedures had better be foremost in mind when flying behind these old guys and routine maintenance is the order of the day requiring tolerance of oil leaks spattered grease an Armshystrong starter (hand propping) and lots of patience The lack of an electrishycal system can be a problem for some folks Flying one is a bit like trying to drive an antique car on modern freeshyways One more consideration is tryshying to find a knowledgeable airframe

and powerplant mechanic with an inshyspection authorization to lean on for advice and if you need work done mechanical expertise

To protect your investment and to take care of those routine preventive maintenance items a hangar is an abshysolute necessity along with the supshyport tools and equipment

Meanwhile the classic is probably an airplane you first flew as you learned to fly Perhaps it was the airplane you first soloed or was an upgrade for inshystrument and cross-country flights With its electrical system and push button starter and with a more modshyern engine that uses higher-octane fuel and has more reliability you may find that helps you with your decishysion Longer time between overhauls and better parts availability can also strongly influence your choice

The classic also makes cross-counshytry flights routine Modern navigation equipment and instrumentation can be installed and the conveniences we have become accustomed to make life just a bit easier

Many classics are made of metal and in a way offer the convenience of having their own hangar Their newer engines can be run with modern oils and high-octane fuel available most anywhere And the fact that there is no need to find a qualified prop man is a plus right from the start

Airframe parts availability is anshyother consideration with the classic Usually the type clubs are more active and have many more members In some cases tech reps are available with

club membership And there are many more salvage and parts dealers who deal with these airframes out there The technicians of today are more fashymiliar with the engines and airframes and preventive maintenance becomes a good deal easier often requiring just a wash and clean

The more advanced engine presents fewer problems often requiring only occasional routine oil changes and minimal attention The same is true with the airframe An occasional wash and lube job is about all it takes along with cleaning and polishing to keep it looking good

Keep an eye on possible corrosion prevention is the word Most of these old metal airplanes are 60 and 6S years old and showing their age

I dont mean to minimize the effort it will take to restore either of these types Unexpected expenses will crop up The engine may need extensive (and expensive) parts replaced and both the airframe and the engine may have service bulletins and airworthishyness directives to be complied with The same is true for the accessories

A number of supplemental type cershytificates may have to be used to upshygrade and increase reliability of the aircraft New alternators lightweight starters electrical components brakes and other modern parts have been retshyrofitted to these older classics which not only increases the reliability of the airplane but also decreases operating costs and downtime

The expense is another big considshyeration Aside from the pride of ownshyership and the personal satisfaction in accomplishing a restoration you may never recover all the effort and money you will have put into the project

This may sound ridiculous but if you can walk up to a pit toss a couple hundred-dollar bills down that hole and not feel regret then you are ready to begin a restoration How much is personal satisfaction in accomplishing the project worth to you For most reshystorers its priceless

Over to you

GET THE SKILLS TO GET IT BUilT AT EM SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT Off THE GROUND BY SIGNING UP fOR EAAS SPORTAIR WORKSHOPS

AUG 11 -12

AUG 24-26

AUG 25-26

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VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA EAA SportAir Sponsors

~ ~WORKSHOPS

wwwalrcraftsprucecom ---Ero--shyVINTAGE AIRPLANE 37

BY BUCK HILBERT

Restoration choices A friend contemplating getting inshy

volved with a restoration asked me Which is the better choice an anshytique or a classiccontemporary I tried to answer

First lets identify which is which For EAAVAA Judging standards we classify them this way

Antique An aircraft constructed by the origshy

inal manufacturer or its licensee on or before August 31 1945 with the exception of certain pre-World War II aircraft models that had only a small postwar production Examples Beechcraft Staggerwing Fairchild 24 and Monocoupe

Classic An aircraft constructed by the origishy

nal manufacturer or its licensee on or after September 1 1945 up to and inshycluding December 31 1955

Contemporary An aircraft constructed by the origishy

nal manufacturer or its licensee on or after January 1 1956 up to and inshycluding December 311970

To begin your decision process ask yourself a few questions If you can answer them in an affirmative way then the choice is easy

Are you looking for something to fly for fun a real airplane to look at and be admired Then consider the antique

If you want transportation and want to go places then consider the classic or a contemporary airplane

Okay if youve got that settled here are a few more things to consider

Antique airplanes are pretty basic 36 JULY 2007

Usually theyre built of fabric wood and tube Only a few have electrical systems and they are equipped with older engines and no modern technolshyogy They are also sometimes fragile and need a lot of tender loving care

Which is the better choice First lets

identify which is which

Their engines may be old school not the 2000-hour overhaul type weve become accustomed to and reshyplacement parts are difficult to find for these old engines Forced landing procedures had better be foremost in mind when flying behind these old guys and routine maintenance is the order of the day requiring tolerance of oil leaks spattered grease an Armshystrong starter (hand propping) and lots of patience The lack of an electrishycal system can be a problem for some folks Flying one is a bit like trying to drive an antique car on modern freeshyways One more consideration is tryshying to find a knowledgeable airframe

and powerplant mechanic with an inshyspection authorization to lean on for advice and if you need work done mechanical expertise

To protect your investment and to take care of those routine preventive maintenance items a hangar is an abshysolute necessity along with the supshyport tools and equipment

Meanwhile the classic is probably an airplane you first flew as you learned to fly Perhaps it was the airplane you first soloed or was an upgrade for inshystrument and cross-country flights With its electrical system and push button starter and with a more modshyern engine that uses higher-octane fuel and has more reliability you may find that helps you with your decishysion Longer time between overhauls and better parts availability can also strongly influence your choice

The classic also makes cross-counshytry flights routine Modern navigation equipment and instrumentation can be installed and the conveniences we have become accustomed to make life just a bit easier

Many classics are made of metal and in a way offer the convenience of having their own hangar Their newer engines can be run with modern oils and high-octane fuel available most anywhere And the fact that there is no need to find a qualified prop man is a plus right from the start

Airframe parts availability is anshyother consideration with the classic Usually the type clubs are more active and have many more members In some cases tech reps are available with

club membership And there are many more salvage and parts dealers who deal with these airframes out there The technicians of today are more fashymiliar with the engines and airframes and preventive maintenance becomes a good deal easier often requiring just a wash and clean

The more advanced engine presents fewer problems often requiring only occasional routine oil changes and minimal attention The same is true with the airframe An occasional wash and lube job is about all it takes along with cleaning and polishing to keep it looking good

Keep an eye on possible corrosion prevention is the word Most of these old metal airplanes are 60 and 6S years old and showing their age

I dont mean to minimize the effort it will take to restore either of these types Unexpected expenses will crop up The engine may need extensive (and expensive) parts replaced and both the airframe and the engine may have service bulletins and airworthishyness directives to be complied with The same is true for the accessories

A number of supplemental type cershytificates may have to be used to upshygrade and increase reliability of the aircraft New alternators lightweight starters electrical components brakes and other modern parts have been retshyrofitted to these older classics which not only increases the reliability of the airplane but also decreases operating costs and downtime

The expense is another big considshyeration Aside from the pride of ownshyership and the personal satisfaction in accomplishing a restoration you may never recover all the effort and money you will have put into the project

This may sound ridiculous but if you can walk up to a pit toss a couple hundred-dollar bills down that hole and not feel regret then you are ready to begin a restoration How much is personal satisfaction in accomplishing the project worth to you For most reshystorers its priceless

Over to you

GET THE SKILLS TO GET IT BUilT AT EM SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT Off THE GROUND BY SIGNING UP fOR EAAS SPORTAIR WORKSHOPS

AUG 11 -12

AUG 24-26

AUG 25-26

SEPI 7-9

SEPT 7-9

SEPT 14-16

SEPT 22-23

SEPT 28-30

ARLINGTON WA bull ComposHe Construction bull Basic Sheet Metal bull Bectrical Systems ampAvionics

ARLINGTON WA bull Repairman (LSA) Airplane

OSHKOSH WI bull Vans RV Assembly

GRIFFIN GA nG Welding

FREDERICK MD bull Repairman (LSA) Airplane

OSHKOSH WI bull Repairman (LSA) Airplane

COLUMBUS OH bull Composite Construction bull Basic Sheet Metalmiddot Gas Welding bull Electrical Systems ampAvionics bull Fabric Covering

WPALM BEACH FL bull Repairman (LSA) Airplane

VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA EAA SportAir Sponsors

~ ~WORKSHOPS

wwwalrcraftsprucecom ---Ero--shyVINTAGE AIRPLANE 37

club membership And there are many more salvage and parts dealers who deal with these airframes out there The technicians of today are more fashymiliar with the engines and airframes and preventive maintenance becomes a good deal easier often requiring just a wash and clean

The more advanced engine presents fewer problems often requiring only occasional routine oil changes and minimal attention The same is true with the airframe An occasional wash and lube job is about all it takes along with cleaning and polishing to keep it looking good

Keep an eye on possible corrosion prevention is the word Most of these old metal airplanes are 60 and 6S years old and showing their age

I dont mean to minimize the effort it will take to restore either of these types Unexpected expenses will crop up The engine may need extensive (and expensive) parts replaced and both the airframe and the engine may have service bulletins and airworthishyness directives to be complied with The same is true for the accessories

A number of supplemental type cershytificates may have to be used to upshygrade and increase reliability of the aircraft New alternators lightweight starters electrical components brakes and other modern parts have been retshyrofitted to these older classics which not only increases the reliability of the airplane but also decreases operating costs and downtime

The expense is another big considshyeration Aside from the pride of ownshyership and the personal satisfaction in accomplishing a restoration you may never recover all the effort and money you will have put into the project

This may sound ridiculous but if you can walk up to a pit toss a couple hundred-dollar bills down that hole and not feel regret then you are ready to begin a restoration How much is personal satisfaction in accomplishing the project worth to you For most reshystorers its priceless

Over to you

GET THE SKILLS TO GET IT BUilT AT EM SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT Off THE GROUND BY SIGNING UP fOR EAAS SPORTAIR WORKSHOPS

AUG 11 -12

AUG 24-26

AUG 25-26

SEPI 7-9

SEPT 7-9

SEPT 14-16

SEPT 22-23

SEPT 28-30

ARLINGTON WA bull ComposHe Construction bull Basic Sheet Metal bull Bectrical Systems ampAvionics

ARLINGTON WA bull Repairman (LSA) Airplane

OSHKOSH WI bull Vans RV Assembly

GRIFFIN GA nG Welding

FREDERICK MD bull Repairman (LSA) Airplane

OSHKOSH WI bull Repairman (LSA) Airplane

COLUMBUS OH bull Composite Construction bull Basic Sheet Metalmiddot Gas Welding bull Electrical Systems ampAvionics bull Fabric Covering

WPALM BEACH FL bull Repairman (LSA) Airplane

VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA EAA SportAir Sponsors

~ ~WORKSHOPS

wwwalrcraftsprucecom ---Ero--shyVINTAGE AIRPLANE 37

The following list ofcoming events is furnished to our readers as a matter of information only and does not constishytute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903shy3086 Or e-mail the information to vintageaircrafteaaorg Information should be received four months prior to the event date

JULY 4-Mt Morris IL-Ogle County Airport (C55) EM Chapter 682 Flymiddotln Breakfast 7am-llam For information call Dr Glen Orr 815-735-7268

JULY 6-8--Alliance Oh (2Dl)-Taylorcraft and Ohio Aeronca Aviators Fly-In See the airplanes built in Alliance OH amp Middletown OH and the people that built them Camping motels food all day fbarberalliancelinkcom 330823-1168 bwmatzl1acyahoocom 216 337-5643 httpwwwoaafy-incom see wwwbarberaircraftcom for airport diagrams Breakfast served Sat amp Sun 7AM to 11AM by EM Chapter 82

JULY l 4-Zanesville OH- Parr Airport (OH36) EAA Chapter 425 Pancake Breakfast 8 00 AM till 200 PM All you can eat pancakes sausage and drink $500 for adults $250 for children under six Lunch items served after 1100PM Contact Chuck Bruckelmeyer (740) 454-7487

August 4-Sunriver OR-Sunriver Airport (S21) 16th Annual Wings and Wheels vintage planes and vintage cars 800am-400pm Free food fuel discounts for exhibitors Judging at 100pm- Great prizes Info Brian Lansburgh Airport Mgr (541) 593shy4603 blansburghsunriver-resortcom

AUGUST 5-Queen City MO-Applegate Airport (15MO) 20th Annual Watermelon Fly-In amp BBQ 2pm til dark Come and see grass roots aviation at its best Info 660-766-2644

AUGUST 5-Chetek WI-Southworth Municipal airport (Y23) BBQ Fly-In 1030am Warbird displays antique and unique airplanes antique amp collector car displays and raffles for airplane rides Procedes will be given to local charities Info Chuck Harrison - Office 715-924shy4501 Cell 715-456-8415 fixdent chibardunnet Tim Knutson - Home 715-237-2477 Cell 651-308-2839 n3nknutcitizens-telnet

AUGUST l7-l9--McMinnville OR-25th Annual West Coast Travel Air Reunion Come Celebrate the Rebirth of the Travel Air Expected to be the largest gathering of Vintage Travel Airs in recent times Held in conjunction with the Northwest Antique Airplane Club Event Info Bruce McElhoe 559-638-3746

AUGUST l 8--Forest Lake MN-(25D-Airport Fly-in and Open House lOam - 4pm 24-hour gas and 24-hour grass 3000-foot 31 13 Forest Lake Lions serve brats corn-on-theshycob and ice cream 100LL is available John Schmidt EM 250021 st Paul Minnesota 6517761717

3 8 JULY 2007

AUGUST lS-lS-Long Island NY- Bayport (23N) Annual Antique Aeroplane Fly-In Old time movies popcorn pig roast flour bomb drop and spot landing contest with the days ending in the in famous Sheep Shagger Baa For more info wwwMCGNY org or email Stuart Bain at Sbain emediaofnycom

AUGUST lS-Brookfield WI-Capitol Airport (02C) Ice Cream Social and vintage Aircraft Display VAA Chapter 11 Dean London 262-442-4622

AUGUST 25-Niles MI- Jerry Tyler Memorial Airport (3TR) VAA Chapter 35 Annual Corn amp Sausage Roast Lunch served 1100am to 300 pm Rain date on Sunday August 26th Donations of $500 for adults and $300 for children under 12 Contact Len Jansen tripacerlenyahoocom

SEPTEMBER l - Marion IN-Marion Municipal Airport (MZZ) 17th Annual Fly-In Cruise-In 700am until 200pm This annual event features antique classic homebuilt ultralight and warbird aircraft as well as vintage cars trucks motorcycles and tractors An all-you-can-eat Pancake Breakfast is served with ali proceeds going to the local Marion High School Marching Band wwwFlylnCruiselncomlnfo Ray Johnson (765) 664-2588 or rjohnson indyrrcom

SEPTEMBER l -Zanesville OH-Riverside Airport (OH36) EM Chapter 425 Pancake Breakfast 800 AM t ill 2 00 PM All you can eat pancakes sausage and drink $500 for adults $250 for children under six Lunch items served after 1100PM Contact Chuck Bruckelmeyer Phone (740) 454-7487

SEPTEMBER 2-Mondovi WI-21st Annual Log Cabin Airport Fly-In Doug Ward Owner Operator 715-287-4205 Lunch noon

SEPTEMBER 8-Newark Ohio-NewarkshyHeath Airport (VTA) Annual Fly-In DriveshyIn Breakfast Pancakes and More Young Eagles Flights Vintage Airplanes Classic Cars Tom McFadden 740-587shy2312 email EAA402adelphianet

SEPTEMBER S-Mt Morris IL-Ogle County Airport (C55) EM Chapter 682 Fly-In Breakfast 7am-12pm For information call Dr Glen Orr 815-735-7268

SEPTEMBER 2l-22- Bartlesville OK-Frank Phillips Field (BVO) 51st Annual Tulsa Regional Fly-In Antiques Classics Light Sport Warbirds Forum Type

Clubs Info Charlie Harris 918-622shy8400 wwwtulsafyin com

OCTOBER 5-7-Camden SC-Kershaw County Airport (KCDN) VAA Chapter 3 Fall Fly-In All classes welcome BBQ on field Fri Even ing EAA judging ali classes Sat Banquet Sat Nite Info Jim Wilson 843-753-7138 or eiwilson homexpressway net

OCTOBER 5-7-St Louis MO-Creve Coeur Airport (lHO) The Monocoupe Club Fly-In amp Reunion wwwmonocoupecom

OCTOBER lO-l4-Tullahoma TN- Beech Birthday Party 2007 Staggerwing Twin Beech 18 Bonanza Baron Beech ownersamp enthusiasts Info 931shy455-1974

2007MAJOR FLy-INS

For details on EM Chapter fly-ins and other local avishyation events visit wwweaaorgjevents

GArlington EAA Ry-ln Arlington Municipal Airport (AWO) Arlington WA

July 11-15 2007

www NWEMorg

EAA AlrVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI

July 23-292007

wwwAirVentureorg

EAA Mld-Eastem Regional Ry-ln Mansfield Lahm Airport Mansfield OH

August 25-26 2007

httpMERFlinfo

Virginia Regional EAA Ry-ln Dinwiddie County Airport (PTB) Petersburg VA

October 6-7 2007

wwwVAEMorg

EAA Southeast Regional Ry-In Middleton Reid Airport (GZH) Evergreen AL

October 12-14 2007

www SERFIorg

Copperstate Regional EAA Rymiddotln Casa Grande (Arizona) Municipal Airport (CGZ)

October 25-28 2007

wwwcopperstateorg

1

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Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on

first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20

per inch Black and white only and no frequency discounts Advertising CloSing Dates 10th of second month prior to desired issue date (ie January

10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (cassadseaaorsecttJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EM Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086

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Flight Comes ~ALIVE~ Members get in FREE wwwairventuremuseumorg

Phone (920) 426-4818

~ IRVENTURE ~Mgt~

VINTAGE AIRPLANE 39

VINTAGE AIRCRAFT

ASSOCIATION OFFICERS

President Vice-President Geoff Robison George Daubner

1521 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027

260-493-4724 262-673-5885 cllie(7025aolcom ltla1yboymsflcol1l

Secretary Treasurer Steve Nesse Charles W Harris

2009 Highland Ave 7215 East 46th 5t Albert Lea MN 56007 Tulsa OK 74147

507-373-1674 918-622-8400 sfilcsdeskmediacom cwhhv5l1com

DIRECTORS Steve Bender

85 Brush Hill Road Sherborn MA 01770

508-653-7557 sst 10comcastl1et

David Bennett 375 Killdeer Ct

Lincoln CA 95648 916-645-8370

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John Berendt 7645 Echo Point Rd

Cannon Falls MN 55009 507 -263-2414

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Dave Clark 635 Vesta l Lane

PlainfIeld IN 46168 317-839-4500

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John S Copeland 1 A Deacon Street

Northborough MA 01532 508-393-4775

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Phil Coulson 28415 Springbrook Dr

Lawton MI 49065 269-624-6490

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Dale A Gustafson 7724 Shady Hills Dr

Indianapolis IN 46278 317-293-4430

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Jeannie Hill PO Box 328

Harvard IL 60033-0328 815-943-7205

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Espic Butch Joyce 704 N Regional Rd

Greensboro NC 27409 336-668-3650

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Steve Krog 1002 Heather Ln

Hartford WI 53027 262-966-7627

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Robert D Bob Lumley 1265 South 124th St Brookfield WI 53005

262-782-2633 umperexecpccom

Gene Morris 5936 Steve Court

Roanoke TX 76262 817-491-9110

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Dean Richardson 1429 Kings Lynn Rd

Stoughton WI 53589 608-877-8485

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SH Wes Schmid 2359 Lefeber Avenue

Wauwatosa WI 532 13 414-771-1545

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DIRECTORS EMERITUS

Gene Chase EE Buck Hilbert 2159 Carlton Rd 8102 Leech Rd

Oshkosh WI 54904 Union IL 60180 920-231-5002 815-923-4591

GRCHAc1wrternet buck7acdlsllct

Ronald C Fritz 15401 Sparta Ave

Kent City MI 49330 6 16-678-5012

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Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs VINTAGE AIRCRAFT ASSOCIATION

EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Sites wwwvintageaircratorg wwwairventureorg wwweaaorgmemberbenefits E-Mail vil1tageaircrateaaorg

EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)

-Newrenew memberships EAA Divisions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)

-Address changes -Merchandise sales -Gift memberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory 732-885-6711

Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Education 888-322-3229

- EAA Air Academy - EAA Scholarships

Flight Advisors information 920-426-6864 Flight Instructor information 920-426-6801

Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles 877-806-8902

Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan 866-647-4322 Term Life and Accidental 800-241-6103 Death Insurance (Harvey Watt amp Company) EAA Platinum VISA Card 800-853-5576 ext 8884 EAA Aircraft Financing Plan 866-808-6040 EAA Enterprise Rent-A-Car Program 877-GA1-ERAC

Editorial 920-426-4825 VAA Office FAX 920-426-6865

EAA Aviation Foundation Artifact Donations 920-426-4877 Financial Support 800-236-1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership i5 an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)

EAA SPORT PILOT Current EAA members may add EAA

SPORT PILOT magazine for an additional $20 per year

EAA Membership and EAA SPORT PILOT magazine is available for $40 per year (SPORT AVIATION magazine not inshycluded) (Add $16 for Foreign Postage)

VINTAGE AIRCRAFT ASSOCIATION C u rrent EAA members may join the

Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year

EAA Membership VINTAGE AIRPLANE magazine and one year membersh ip in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not in shycluded) (Add $7 for Foreign Postage)

lAC Current EAA members may join the

International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magaZine for an additional $45 per year

EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magazine not included) (Add $18 for Foreign Postage)

WARBIRDS Current EAA members may join the EAA

Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year

EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $55 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)

FOREIGN MEMBERSHIPS Please submit your remittance with a

check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership

Membership dues to EM and its divisions are not tax deductible as charitable contributions

Copyright copy2007 by the EM Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 009t -6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Aviashy

tion Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is $36 per year for EM members and $46 for non-EM members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcreturnsWdsmailcom FORshyEIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

EDITORIAL POLICY Members are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800

EMreg and EM SPORT AVIATIONreg the EM Logoreg and Aeronauticatradeare registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the permission of the Experimental Aircraft Association Inc is strictly prohibited

40 JULY 2007

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presented by Ecipse fwiation amp ford tootor Company