Vintage Airplane - Feb 2009

8/20/2019 Vintage Airplane - Feb 2009

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2/44

GEOFF RO ISON

PRESIDENT VINTAGE AIRCRAFT ASSOCIATION

A

ear ago in

this

column

I spoke a bit about mak

ing plans

to attend a

number of the many

great aviation fly-in events

around

the United States.

Although little of my original

plan got implemented, I again find

myself thinking ahead to a won

derful all-new flying season. One of

the events I

had

planned to attend

last

year was the annual

Biplane

Expo in Bartlesville, Oklahoma. I

recently found out the 2009

event

would

be its last. How

disappoint

Next year is

here

noun cement has

become

increas

ingly common for

more

and more

organizations

of this nature. Al

though I was

able

to attend this

event

on

only one occasion in

1998, I have always

attempted

to

make

time

in

my

crazy schedule

to

get back

to

what I observed to be a

Next year's

Biplane Expo

n

that for 100LL, and

80

octane was

still widely available.

Then

again, I

will always

remember

paying $5.61

a gallon

in

California

this

past

spring.

Let's

remember, too,

that

as of yet,

we

haven't

experienced

the

dreaded "user fees." But like

the

monster

lurking in the shadows of

a B-movie, only time will tell. We

look

forward

to working

with

the

new leadership within

the

Depart

ment of Transportation

and

Fed

eral Aviation Administration. We

hope they will see the light of day

when

it comes

to this

subject

and


3/44

Fe

Straight Level

Next year

is

here

by Geoff Robison

2

News

6 Cupid Flies a Cessna

Stephanie Allen's stellar Skyhawk

by Budd Davisson

12 The Chastains' 1952 Rawdon T-1

Three generations

and

a heartwarming family history

by Sparky Barnes Sargent

2

Light Plane Heritage

The Szekely Aircraft and Engine Company

by Jack McRae

24 The Vintage Instructor

Lesson Learned

by Doug Stewart

N E

FEBRUARY

2 9

CONTENTS

VOL.

37,

No.2


4/44

Canada

Flight Centennial an memorate

the

100th anniversary of

Oshkosh

Highlight the

country s first successful pow

Thousands of Canadian avia ered flight .

tion

enthusiasts

annually trek

to

EAA

is

planning to

commemo

Oshkosh, and this year they'll have

rate the occasion with a number of

another reason to be here: to com- aircraft and activities.

Large historic

aircraft

such as this restore

d Martin

4 0 4

would

be sub-

ject to

onerous security regulations if

the T

SA proposal becomes law

GA Greets LASP Hearings

t

h Loud Opposition

If the first two public hearings on the

Large

Aircraft Security Program LASP)

were any indication , public outcry is virtually unanimous in opposition to the

sweeping new regulations proposed by the Transportation Security Adminis

tration TSA). Aviation enthusiasts and industry representatives sounded

off

EAA

AirVenture 2009's recogni

tion of 100 years of flight in Can

ada is a

magnificent

opportunity

to show our global friends

the

con

tributions, spirit,

and

pride of Ca

nadian

aviation," said Jack Dueck,

an

EAA

member

from High River,

Alberta,

who edits the Bits and

Pieces

e-newsletter

for

EAA

mem

bers in

Canada. I f

you re

one of

those Canadians

who

dreamed of

one day making it

to

Oshkosh, this

is the

year

to do it

We

can show

our

proud colours at

AirVenture

Oshkosh during

our

flight centen

nial

year with the

entire world of

flight.

I

Canadian

aircraft

and pilots

who

have been a part of

the

EAA

AirVenture

celebration in the

past

include the Snowbirds

aero

ba tic team, the world's only flying

Lancaster

bomber

in Royal

Cana

dian Air Force markings, and doz

ens of

unique homebuilt,

vintage,

and other aircraft. Many

Canadian


5/44

ELTs) on

board

within two

years

of

February

I,

2009.

Despite

re

quests from general aviation pilots

at home and

abroad, TC will

not

make any exceptions other than

gliders, balloons, ultralights, para

chute aircraft, and a limited num

ber of other operations.

The rule

is

inspired by

the

Inter

national Civil Aviation Organiza

tion

ICAO)

standard requiring

the

newer digital units for commercial

international

flights. Search

and

rescue satellites are

scheduled to

stop monitoring

the

current 121.5

MHz

standard on February I, 2009.

Denis Browne, chairman of the

EAA Canadian Council, feels the

requirement goes beyond the ICAO

standard. Transport Canada seems

to be exceeding

the

requirements

of

other

jurisdictions by

requir

ing

virtually all aircraft

to

be so

equipped,

he

said. In effect

they are going

further

than any

other jurisdiction regarding

non

commercial flights.

TC

anticipates at least a two-year

transition period

in

which a blanket

exemption would be in effect to al

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t;

::;

8

Silver

art

entennial

One

hundred years

ago

this

month-on

February 23,

1909-John

Alexande

r

Douglas McCurdy

flew the

Aerial

Experiment

Association's

(AEA)

Silver Dart at Bad

deck

Bay,

Nova Scotia, marking the

first flight in

the British Commonwealth.

The Silver Dart was

the culmination of

two

year's

work by

the

AEA.

Founded in

the fall of 1907

by

telephone inventor

Alexander

Graham

Bell

,

and funded by Mrs.

Bell,

the

AEA's

members

were Dr. Bell, John Alexander Douglas Doug

McCurdy,

U.S.

Army Lt.

Thomas

Selfridge, F.W. Casey Baldwin, and Glenn H.

Curtiss.

In

addi

tion to experiments with

Dr.

Bell's kites, three fixed-wing aircraft

(in

the normal

con

vention

of the

day, they called

each

an

aerodrome )

were

built

by the group before

the fourth,

dubbed

the

Silver Dart

due

to its silver silk

covering,

was

bu

ilt

in

the

fall

of 1908

and

first

flown by McCurdy in

Hammondsport,

New York,

on

December 6,

1908.

Powered by

a

50-hp

Curtiss

V-8 engine, Aerodrome

NO.4

was moved the next

month

to

Baddeck, Nova Scotia,

where

it

was flown

from

the

frozen

surface of

Lake

Bras d'Or on February

23, 1909.

In

Home Notes, Volume

58,

McCurdy wrote:

The Silver Dart .. rose from

the

ice

after travelling

about

100 feet &

flew at an

elevation of about 10-30 feet directly east for a distance of about a half mile.

Landed


6/44

stead

of

an

installed

406

ELT, as

well as

exempting pilots who

fly

common/direct

flight

routes over

Canada between the Northeastern

U.S. area

and

the Midwest

with no

intention

of

landing at

a Cana

dian

airport.

EAA

Canadian

Council

Members

Named

To

better

serve

Canadian mem

bers,

EAA

President Tom Poberezny

confirmed new appointments to

the

restructured

EAA

Canadian Council.

They

are Mike Bourget of Orleans,

Ontario; Denis Browne, of Campbell

River, British Columbia; Jack Dueck,

of

High River, Alberta; Paul Dyck,

of

Winnipeg, Manitoba; and Lloyd

Richards, of Timmins, Ontario.

The council members serve as vol

unteers, working

to

help

Canadian

members

get the

most

out of their

membership, while also

communi

cating their

needs and

aspirations

to EAA headquarters. Read more

about

the

members at www.EAA.org

bitsandpieces/articies/2009-0

Jouncil.asp.

Subscribe

to

Bits and

Pieces,

EAA s

e-newsletter for Aviation

and

Can

erations,

including proven

success

in

a leadership role

and

experience

with a broad range of electronic com

munications. such

as e-mail publi

cations, websites, b logs, wikis, and

online communities. The successful

candidate will have a strong passion

for

EAA s

mission

to

serve

the

needs

and interests of a diverse

member

ship

and

possess a broad knowledge

of

the

wide range of aircraft, people,

issues,

and

other subject matter that

are

represented

under the banner

of

EAA

. Pilot credentials,

technical

knowledge, and/or

aviation

back

ground are strongly preferred.

For

consideration, send

resume,

cover

letter,

and

salary history to

[email protected] or

to EAA,

Attn:

Human

Resources, P.O. Box 3086, Oshkosh,

WI 54903-3086. A

complete

posi

tion

description can be

found at

www.EAA.org/careers.

New Aviation

Event Grows

From Rocky

Mountain Fly In

Colorado

Sport Aviation Inc.

(CSA)

will

hold the

first

Colorado

Sport

International

Air

Show

and

Rocky

Mountain

Regional

Fly-In

sired future

potential.

Metro

Airport is

located

on

the

northwestern

edge

of the Denver

metropolitan area and just

south

west of Boulder.

For event information, including

additional

services

and available

amenities, visit

www.COSportAviation.

org.

Organizers are also looking for

volunteers

for

the event

and

ask

those interested

to

visit the website

for a list of opportunities.

2 9 Biplane

Expo

Is Grand Finale

The

chairman

of the

National

Biplane

Association

(NBA),

Char

lie Harris, has announced that

the

2009 event will

be the

last hosted

by the

NBA. Scheduled for

June

4-

6,

2009,

the

world's largest

gathering

of biplanes has

been

attracting these

wonderful airplanes from across

the

United

States for 22 years,

and

it's

been

the go-

to

event for biplane en

thusiasts since its inception.

Citing generational factors, staff

ing

issues,

declining attendance

,

and event

costs,

the

NBA

board

of

directors made the difficult

deci

http:///reader/full/www.EAA.orgmailto:[email protected]://www.eaa.org/careershttp://www.cosportaviation/http:///reader/full/www.EAA.orgmailto:[email protected]://www.eaa.org/careershttp://www.cosportaviation/


7/44

David W Brown

Warrenton, V

• Licensed pilot

for over

3

years

• Commercial Single and Multi·

engine Land Instrument rated FI

• Over 21 hours

of tail

wheel time

• Stearman

flight

instructor

• Air

show

pilot

• Regular

participant

in the Flying

Circus Airshow Bealeton

VA


8/44


9/44

The rand Champion Contemporary

for 2008 Stephanie Allen s 1968

Cessna 172K.

she was game

to

learn.

As soon as

I got

the

airplane, I

started working

on

it. I

took

some

lessons at a community college or-

ganized

by the Washington Pilots

Association,

and

the

first

thing

I

did

was rip

out

the carpet. I t was

oil-soaked

and

awful

looking.

At

the

time

all I was

trying

to do was

improve

the looks and

comfort

of

my airplane. I knew nothing about

restoring an airplane

and

really

didn't care about it. I just wanted it

to look a little less ugly. I bought the

carpet from Boeing's surplus store,

and

as far as I know, it could have

been intended for a 727 or even a

757,

but

after six hours of cutting

and fitting, it went into N78797.

I t made me feel good seeing

how

much it improved the looks of my

airplane, which was a little doggy

all around.

Since I'd

gone

that

far, I also

pulled the interior side panels and


10/44

The now husband-and-wife duo of

Stephanie Allen

and

Rich Jones.

we talked to

them. At

the time, we

both

knew we

had

to do

something

with

my airplane because it looked

Th

e key

to

mov ing

up

from a Silver

indy

in 2 7 to the

top award, a Gold indy

in 2 8 , was the time spent

detailing the engine compartment.

PHOTOS BONNIE KR TZ


11/44


12/44

we were

done, we'd

replaced, re

paired, and painted all of it.

Most 40-year-old airplanes have

seen a lot more

than their

share

ter I got the airplane , I

did have

to

replace a cracked

landing-gear

mount casting.

As we worked on the rest of the

Very

few

people are

either

equipped or trained to

shoot their

own exterior

paint.

Plus, now that

so

much

of the material is lethal, the


13/44

The fact

thilt

the ilirplilne

still

cilrried its originill pilint.

ilndthiitStephiinieloved

both

the

scheme ilnd

the

colors.

drove

the

rest of

the

pilintjob_

bucking bar. Three of the eight ai

leron skins,

however,

had

to

be

replaced, and we couldn't get pre

drilled skins. Trimming the skins

so the corrugations lined

up, top

and bottom,

on

ailerons

that

have

twist built into

them

was

one

of

the

most difficult parts of the rebuild. A

lot of people, including Rich, have

a 'Cessna

dimple '- that

charac

teristic diamond scar in their fore

heads. I felt as if we had

to

get the

corrugations lined up so at least the

scars would be symmetrical." She's

kidding. We hope.

classic looks that I absolutely love.

I

didn't want

to

change anything,

so Sun

Quest

took digital

pictures

of the airplane

from every

angle.

From those

they

could see exactly

where a

paint

line

went in

relation

to

a

given

rivet

or

seam, so

they

could

really get the

scheme

right.

I was impressed at how exacting

they

were. The final paint used was

Imron II.

"What they

couldn't paint at

the

same time as the airplane was the

landing

gear because

they had

to

use it to move the airplane around.

when

they

gave us a Silver Lindy.

Absolutely couldn't believe

it

Rich

got

a pep

talk from

the

judges about bringing it back again,

so

he

asked

them what

we'd need

to improve to get a Gold Lindy, and

they said to detail the engine com

partment, which we had

hardly

touched. Plus, I thought we

had

a

bunch of other areas that needed

work. When we got home, the

comment

about

detailing the

en

gine

touched

off

an argument

be

cause I

couldn't

see

spending the

time detailing

an engine that had

1,800 hours

on

it [Editor's note: She

has put more

than

2,000 hours

on

the airplane herself], but Rich's per

fectionist streak won

out

. Before

long, we had

the engine out

on a

hoist.

I t

took two weeks of cleaning

and painting

before it was ready to

go back in, and I polished the fire

wall

while

it was out. I even went

so far as to mix up blue paint that

matched

the

factory parts

stamp

and replaced those."

No one can say Stephanie and

Rich

haven't

got

the

perfection

ist thing perfected, because all the


14/44

he

Chastains'


15/44


16/44

The Chastains elegantly restored and lovingly maintained 952 Rawdon T-1.

This

past

summer

Teri

Lee

Chastain

became the

third

genera

tion of

her family to fly

the

Raw

don

to EAA

AirVenture Oshkosh

2008. Her father, Terry, proudly ac

companied her

as together they

celebrated

their family s 30th

an-

niversary of

their first

flight to

Oshkosh. But before we delve into

the Chastain

family s history, let s

take a look back in time to discover

a.

:

more

about Rawdon Brothers Air


17/44

itary use,

but

wasn t selected. But

by 1947,

the

fixed gear monoplane,

which was

designed

for training,

touring,

and

crop spraying, was

fi-

nally certified

.

Production

mod

els also

included the

T-1CS crop

sprayer),

T 1M

Colombian

Air

Force

version)

, T-1S sprayer), and

the

T-

1SD

sprayer/duster with wingtip

end plates and a modified tail).

The T 1 was originally powered

by a 12S-hp Lycoming engine,

and

£

later upgraded

to

150

hp

in its ag-

l

ricultural configuration. The semi-

cantilever

,

low-wing

plane stood

3

z

just

over seven feet tall and was

barely

24 feet

long, with

a wing- ::

0::

span over

33

feet . Early models were

fabric-covered with

wooden

wings.

Later

models used

sheet metal in

place of the fabric, and the wings

were

constructed

of metal. Corru

gated metal was even used at

one

time for the wing section between

the front and

rear

spars, and the

aircraft also went through wingtip

variations.

The Rawdons wanted to make

their T 1

fill

an

agricultural niche.

Its large inboard struts rising up

This Rawdon

is

powered by a ycoming 0·32 .


18/44

(Chastain family photo OSH 1980 The Chastain Jack Chastain , test pi

family at Oshkosh 1980 (L-R): Phil , Betty, Bill , lot and shop foreman

MayBelle, Jack, Terry, Mary, and Teri Lee. for Rawdon Brothers

Aircraft. Photo taken

in

1948 with T-1 N44505.

Teri Lee

was the third-ge

ne

ration

Chastain to fly the Rawdon to Air

Venture; her father, Terry, accom

pa nied her.

My DAD WAS

THE

SHOP

FOREMAN


19/44

Young

brothers Phil and Terry Chastain with their father s Mirage in

1951. Their father raced the Mirage at Detroit in the early 1950s against

Steve Wittman,

ill

Flack,

and

other greats of that era.

After AirVenture 2008 the Chastains can add another award winner

sticker to N5160.

1952

RAWDON

Tl

N5160 AIRVENTURE AWARDS

CLASS IC RE S ERVE GRAND CH AMP I

ON

1 978

one of the T 1s developed an oil leak

and had to

land, unauthorized, in

Nicaragua," Terry shares. In order

to proceed

to

Bogota,

he

was forced

to

deliver

a prisoner being extra

dited to Colombia. The

prisoner

was

handc

uffed to

the

longeron in

the

rear seat The T-1s were armed

with

30-caliber

machine guns in

the

wings, and a

100-pound bomb

on a belly rack.

They

were used for

ground

attack ships during those

unsettled times

in

South America."

Jack also

demonstrated

the T-1's

highly maneuverable aerobatic capa

bilities during the early 1950s. "My

dad flew it in air

shows

for

many

years at Wichita and all

around the

Midwest. And

he

gave air show an

nouncer Roscoe

Morton

his check

ride

in Wichita. Roscoe's first air

show announcing job was

in

1952,

and my dad was flying the T 1 during

that show. Dad also flew the T 1

in

the 1949 Miami All American Air Ma-

neuvers aerobatic competition."

In 1954, Jack became a corporate

pilot,

flying

a Beech E-18S . Terry

and

his brother, Phil,

started

their

flight

training in

the

twin Beech,


20/44

The sons

had

grown up listening

to their father's intriguing

stories

about

flying T-1s

and

working at

Raw d on Brothers

Aircraft

Com

pan

y

a

nd with two restorations

comple

ted,

they encouraged

their

father to start

looking

for a

T-1

as

their

next family project.

"Dad was diagnosed with lym

phoma in

1977,

but did

not

let

the illness

deter

him from

work

ing

on the Rawdon. By 1978, the

lymphoma

was

in

remission,

and

the

T-1

was ready

to fly.

I

had

been

transferred

to Sumatra,

Indonesia,

that year," shares Terry. "So the first

babysitters-but

Dad and

Mom

were

asked

to

stay on a little longer, since

the classic judges

had

the T-1 in con

tention for

one

of the

Grand

Cham

pion

awards, " says Terry,

fondly

reminiscing.

"So

Mom and

Dad

stayed in Oshkosh while Phil, Betty,

Mary,

and

I flew back

to St.

Louis. A


21/44

for their beloved patriarch's funeral,

their good

friend

Doug Watanabe

was preparing

to

take delivery of a

Rawdon T-1 sin

2,

N44S0S) that

he

had

recently purchased.

"N44S0S

was the T-1 that Dad used in all of

his air show work

and

the 1949 Mi

ami All

American

Air

Maneuvers.

fore retiring

and is

currently a pilot

for

the

Historical Aviation Restora

tion

Museum,

which

means

he

has

flown

everything

from

Jennys to

jets. His wife, Betty, flies her own

Cessna ISO,

Betty Boop.

Terry is

now

retired

from

his career

in interna

tional

oil production, and he

re

stores antique airplanes

for

John

Cournoyer's

Old

Style Aircraft at

Creve Coeur. Terry's wife, Mary, is

a youth

minister and

shares

in

the

joy of flying with

her

family.

As for MayBelle, Terry grins

and

says,

Mom is

86,

and

she's a

bona

fide airport bum She came up to

Oshkosh with me several times after

Dad died,

and

she parked herself

by

the T-1

and wouldn 't leave it . She

said she had to be

there to

answer

questions that people might have."

THIRD GENERATION

And

then

there is the

third

gener

ation

of Chastains. Phil

and

Betty's

sons, Mike and Rob, are both quite

naturally interested in flying. Terry

and

Mary's sons, Jack and Bill, work

for

NASA.

Bill is a lead engineer on

the

space shuttle program,

and

Jack

first

started with

it,

becaus

e it 's a

lot

faster

and

bigger. And

then the

T-1 was just pretty easy.

When

I was

younger,

he

used

to

let me

fly

it

in

the

air, so

that

was not a problem.

It

took me

a while

to

get

the

land

ings

on

concrete because the tail

is

longer, so it always wanted

to

whip.

But

once you

get it

down

, it's not

that bad."

Teri

Lee

flew

the

entire five-hour

flight from Missouri

to

Wisconsin,

with her dad riding

in the

back seat.

It's easy

to

sense the love between

this father and daughter; it's virtu

ally tangible,

as is the

humble pride

they

share in

their family history.

Brimming over with happiness, Teri

Lee shares that "it's just really excit

ing to

fly the T-1 here for

the

30th

anniversary, and

my grandma

'S so

excited

We

called

her when

I landed

in

the Champ

after

my

first solo,

and

that was

the

first time ever I saw my

dad

tear up. It just gave him a spe-

cial feeling,

and

it's exciting co

min

g

here. I'm glad

to have this

experi

ence

with my dad. rt's

excitin

g to

see

him

so proud."

Currently, Teri Lee is learning


22/44

Light Plane Heritage

ORIGINALLY PUBLISHED

IN E

Experimenter SEPTEMBER 199


23/44

man airplane, a single-seat low-wing monoplane pow

ered with the SR-3 engine. It was described

as

intended

to supply the need for a light, single-place airplane with

quality of construction combined with moderate cost

and economy of operation. It was claimed

that the air

plane could be operated for 1.60 per hour, which made

it ideal

for

building up flying time

for

a license.

Construction of

the fuselage

and

tail surfaces

of

the Flying

Dutchman

was

of welded

steel

tubing,

fabric-covered. The

cantilever wood wing

was also

fabric-covered. An unusual

feature

for a

low-wing

airplane was

the

lack of dihedral,

and

it was claimed

that

the

shape of the wing tip

would

allow

the

air

plane

to maintain

lateral stability without dihedral.

The landing gear was of

the

split-axle type with shock

absorber of rubber rings. The wheels were 24 x 3

with

fabric covering

the

spokes. I t was stated that because

of the high-lift airfoil used,

the

airplane could take

off

in 75

feet. The

top

speed was said to be 80 mph.

The advertised price was 2,200.

A review of the Department of Commerce list

ing of Licensed

and

Identified airplanes

in

Michigan

for the years 1930, 1931,

and

1932 shows

ten

Flying

Dutchman ID

numbers,

with Serial

Number

21 the

highest number. All were shown

as

owned by the

Sze

kely Aircraft

and

Engine Company. Two were listed

as

manufactured in 1928

and

the remainder

in

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duced. These were similar

to

the previous 3-cylinder

and 5-cylinder

engines

except that they were of the

L-head design instead of the overhead valve type. The

new 3-cylinder SR-3L developed 30 hp instead of 40

and was only a

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25/44

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26/44

For me, one of the

most

impor

tant phases of a flight comes after

the engine

has

been shut

down

and

the

airplane rolled

back

into

the

hangar. It 's

that phase when

I

debrief

myself

on

the

job I

have

done as

a pilot during

the

flight just

completed.

When

necessary, I tend

to

be harsh

on

myself,

but by

be

ing harsh I help myself continually

learn and improve

as

a pilot.

However, when the flight ends

in the disaster

of crashing

into

trees

upon

takeoff

,

and

my

pas

Y DOUG STE RT

Lesson

Learned

I have

done

differently

to

avert this

disaster? Why

didn

' t I abort

the

takeoff the instant the

thought

oc

curred

to

me? Why

had I contin

ued

and

lifted off as soon as

we

reached

rotation

speed?

What

was

I thinking?

But as I made these

computations . I

degrees below typical temperatures

when

operating

Rap

(rich of peak),

that I was burning

about

1-1/2 gal

lons less fuel

per

hour, and, best of

all, that the engine was purring and

really seemed

to

like it.) In light

of

those previous

thoughts,

it never

entered

my mind that that very

same engine

might

have decided to

head

south.

Perhaps you can see

how

I was

lulled into a sense of

complacency

by those facts, as I

viewed

them.

The engine

had

appeared to be run


27/44

the end

of

the

runway.

As

he headed down

the

runway, he

realized all was

not as

it should be.

I already

sense something

is

wrong,

he

wrote. We are halfway

down

the

runway

and

have

only

achieved sixty miles

an hour.... Ap-

preciation

through habit

is nearly

instantaneous, but understand-

ing is not.

What

the

hell

is wrong

now? ...

Yet

all

is apparently in

or

der. These are

the moments

of

truth

in a

pilot s

life when he must de

cide within

seconds

whether

he

should

abandon

take-off and

jump

the

brakes, or fully commit his air

plane to

flight. There is still room

for choice.

Mr.

Gann

made the same choice

I did. He decided

to

commit

to

flying.

The similarities

don t end

there.

As he broke

ground and

lumbered out of ground effect,

he realized

that

he

wouldn t

clear

the Taj Mahal unless

he took

some

nonstandard

action.

And just as I

did, in order to

clear

the first set

of trees in my path, he deployed

more

flaps, which ballooned

him

over the Taj, just narrowly missing

GET

THE

SKILLS

TO GET

IT

BUILT

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YOUR

HOMEBUILDING PROJECT OFF THE

GROUND

BY

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WORKSHOPS

BEGINS DURATION

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28/44

curling at the tip of one blade, giv

ing some indication that the en

gine stopped as

soon

as the

prop

hit the first branch, which is evi

dence

that

the engine was

not

mak

ing any power at

all, so

to

speak,

when we hit the trees. Nonetheless,

I still

have not received a solution

from

the NTSB

Whereas

the NTSB is

slow in com

ing up with an answer

to

help me

solve

the

riddle of

what went

wrong,

the FAA

helped

me out

, albeit indi

rectly,

when

I received a certified let

ter from

them informing me

that I

would have

to

take a recertification

checkride (the infamous 709) to

the

Commercial Pilot Practical Test Stan

dards on performance and limita

tions;

and short

field take-off

with

maximum performance climb.

In

preparing

for

the

oral por

tion

of

th ride,

I pored over

the

performance tables, coming

up

with

the performance

I

should

have

had

on the day of

the crash.

Even with

a

fudge

factor added

that

took into consideration that

the airframe

was

more than 30

years old,

with

draggy

worn-out

It's a mistake I have made, not

only as a pilot, but also as an in

structor. And it is a

mistake

that I

see

many other instructors

make

as well. When so many

of

us

teach

short-field

takeoffs

and

maxi

mum-performance

climbs,

the

big

emphasis always seems to be on

clearing the obstacle.

We

all

know

the

drill

of

the short-field takeoff.

Get

as

much

runway as possible;

hold the brakes as

you

apply full

power; assuring full power, release

the

brakes, allowing

the

stick

to

float as you

accelerate;

lift

off

at

the proper rotation speed;

and

accelerate to V

x

(best

angle climb

speed)

until

clear

of

the obstacle.

Everything we do in

the

short-field

takeoff

is

predicated on clearing

the

obstacle,

but

therein lies the mistake.

When one

uses

the performance

charts for

the

airplane,

the

first figure

that

one

obtains

as the planning

for

the

takeoff

is

done

is the

ground roll.

Yet how often do

we skip over that

number and

move on

to

find out if

we will have sufficient distance from

the

obstacle to clear it?

Had I

done the actual planning

have

been

aided and abetted in the

decision by sound fact

rather

than

by a subjective guess.

So although I still don't have

a complete

answer

to

what hap

pened,

and

I

might

have

to

wait

quite

some

time

before

the

NTSB

comes up with

its

probable

cause,

hopefully

discovering

why

the

engine stopped making

power,

I

have learned

a very

valuable

les

son: Even when

you

are

intimately

familiar

with your airplane and

its

performance, you

shouldn't

get

complacent about

doing

the

re

quired planning.

And when

you do

that planning,

consider absolutely

all

of

the elements, not just the end

result.

Otherwise you

might not

be as lucky as I was,

and

instead

of

looking

down

at

the

daisies, you

could

be

looking

up

at

them.

Also remember that regardless of

how many

hours

you have in

your

logbook,

the

learning

never ends.

I

learned

a very valuable lesson in

this episode of my

flying

career.

May you not have

to

learn in

such

a dramatic way. May you be blessed

with

blue skies

and

tail winds while


29/44

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30/44

BY

ROB

E

RT

G LOCK

Aging Aircraft Issues

In this continuation of last

month s article, we will discuss

some

more

of

the

problems facing

II Aging Aircraft." Notice I said

som

of the

problems. Trying

to

list ev-

erything

would take

more

space

than

is

available,

so I will

cover

what I believe are some of the most

important issues, keeping

in

mind

that

some of

the

airplanes

we are

dealing with were manufactured

70 or more years ago when aircraft

design and

construction

were

in

P

ar

t 2

tud

inal sp

li

t

s Shakes and checks

are likely found on spar ends at the

attach

fittings. They are caused

by

moisture

entering the

wood grain,

causing

the

wood

to

swell

and

The expertise

in

keeping our

aging

fleet

ahworthy

the

top

of the spar, usually out

board of the strut point . Compres-

sion

failures are

characterized by

a "jagged"

line

across

woodgrain.

The grain actually

fails

with the

application

of very heavy

bending

load

upward

This

area is

hard to

see because, unless

one

installs in-

spection openings,

there

are no in-

spection openings

on the

top

of a

wing surface.

Delamination in laminated

structure:

Glue failure

along the


31/44

rapid pace. Shine

a

bright light

from inside of

the

fabric

and

check

if the light

penetrates to

the out

side surface.

I f

it does, then

more

UV

protection material should

be sprayed

on

the

surface. It's re

ally best

to

make this check before

painting

the

topcoat

on fabric sur

faces. Usually,

if the

manufactur

er 's

instructions

for covering are

followed and spray-gun technique

is

good,

enough material will

be

sprayed

. However ,

if

spray-gun

techniques

are

poor,

there

could

very well be insufficient

material

to block the sun's rays.

Aging Fabric:

AC43.13-1B

states

that

aircraft

fabric can de

teriorate to

56 pounds

per inch

pull strength .

Originally

this was

70

percent of

new strength for

grade A

cotton

fabric (80

pounds

per

inch new

x .70

=

56

pounds).

The 56

pounds

per

inch is

for air

craft

with wing loading in

excess

of

9

pounds per square foot

and

V

NE

(velocity

never

exceed) of 160

mph

or greater. This requirement

is for

any

fabric-covered aircraft,

no

matter what

type of fabric was

ric repairs

, so

you

may

be able

to field test using a

Maule

Fabric

Tester. This

test

will give

approxi

mate

strength

of the

fabric. How

ever, let me point out that the old

Seyboth tool

was

calibrated

only

for grade A fabric

with about

eight

coats of dope.

The more

filler ma

terial used, the

more

error

there

is

in

determining the

actual

fabric

strength.

If you're in doubt,

have it

pull tested by a

laboratory

for pre

cise

strength

measurements.

Finally,

let

me

address

a

prob

lem that is difficult

to

detect-con

trol

cable fraying. Recently I

have

found two

cable

problems in air

craft I maintain. First,

let me

give

a short description of the problem.

Control

cable fraying

can

occur

where

the

cable rides

on

a

pulley

or

through

a fair-lead. To inspect,

one must

move

the control

surface

to

full

deflection

and then

run

a

shop cloth

over

the

cable.

I f there

are

broken

wires,

the

rag will snag.

I

detected

a

frayed aileron

ca

ble where

it

traveled through

a

fair-lead in

the

lower wing. And

just

recently, another fraying

7-149

and

figure 7-16.

Ther

e are a

lot

of

good

data

here on

cable in

spection techniques.

Since we operate two New Stan

dard D-25

and two Boeing

Stear

man ships,

I

have developed

"critical area of

inspection"

guides

for

both

aircraft types. Whenever a

problem occurs more

than

once, it

is logged and the inspection check

list is modified

to

reflect these con

cerns.

Inspection guidance

is a

most

important

issue

with aging

aircraft. Here,

the

type

clubs offer

both owners

and

mechanics this

type

of gUidance. I f you

are not

involved

with

a type club ,

think

about joining.

The expertise in

keeping our

aging

fleet airworthy

no longer resides in the FAA-it re

sides in the type clubs . Continual

vigilance

is

much better

than

re

ceiving

an

Airworthiness Directive

from

the

feds.

........

GET CONNECTED ...


32/44

BY

H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US VIA

V

MEMBER/EDITORIAL VOLUNTEER WESLEY SMITH.

Send your answer to E , Vintage

Airplane

P.O. Box 3086, Oshkosh

WI 54903-3086. Your answer needs

to be in

no

later than March 15 for

inclusion in the May 2009 issue of

Vintage Airplane

You can also send your response

via e-mail. Send your answer to y -

teryplane@eaa org Be sure to include

your name plus your city and state

in the body of your note and put

(Month) Mystery Plane in the sub

ject line.

mailto:[email protected]:[email protected]:[email protected]:[email protected]


33/44

The Sikorsky UN-4 monoplane conversion was built to improve the safety and performance as-

pects of the venerable Curtiss Jenny and similar biplanes of

that

era.

O

ur two

shots of the

Fowler variable-area in

viation

by Frank Delear, 20 sets

of the new G S 1

wing

modification of

the

Curtiss Jenny wings were sold.

reminded us that a few other designers

In that same time

frame , Sikorsky and

Gluhareff

had built improved

wings for

the

WWI also collaborated

on

a

monoplane

version of the Jenny

era trainer. With so

many

Jennys surplused out of the

modification.

The

UN-4, designed in late 1926/early

military

, it's

not surprising

the aircraft was chosen

1927,

had

a graceful

strut-braced

parasol

wing that

for modification. Buy one cheap, replace the

engine

spanned 43 feet, within a foot of the original span of

or wings, and a new, more capable airplane could be the Jenny's upper wing. The wing was braced with two

had.

For most of the

modifications,

only

one

thing

parallel struts and a set of jury struts that picked up

prevented them: the cost. A

Jenny

was so inexpensive ,_ _ _

to buy in the early 1920s that

any

additional cost was

tough to justify. Buy it, use it

up in

your flying circus,


34/44

UN 4

r--·


35/44

CALL

FOR VAA HALL

OF FAME NOMINATIONS

Nommate your favonte aVIator for the

EAA

Vmtage Aircraft ASSoCIatIOn

Hall of Fame. A huge honor could be bestowed upon that man or woman

working next to you on your airplane, sitting next to you in the Chapter

meeting, or walking next to you

at

EAA AirVenture Oshkosh. Think

about the people in your circle of aviation friends, that mechanic, that

photographer, that pilot who has shared innumerable tips with you

and

with

many

others. They could be the next

VAA

Hall of Fame inductees but

only if they are nominated.

The person you nominate can be a citizen of any country and may be

living or deceased, and his or her involvement in vintage aviation must have

occurred between 1950 and the present day. His or her contribution could

be in the areas of flying; design; mechanical or aerodynamic developments;

administration; writing; some other vital, relevant field; or any combination

of fields that support aviation. The person you nominate must be or have

been a member of the Vintage Aircraft Association, and preference

is

given

to those whose actions have contributed to the

VAA

in some way, perhaps

as a volunteer; a writer; a photographer; or a pilot sharing stories, preserving

aviation history, and encouraging new pilots and enthusiasts .

To nominate someone

is

easy.

It

just takes a little time and a little

reminiscing on your part.

• Think of a person, think of his or her contributions.

• Write those contributions in

the

various categories of

the

form.

• Write a simple letter highlighting these attributes and

contributions. Make

copies of newspaper or magazine articles that may substantiate your view.

• If you can, have another person complete a form or write a letter about this

person, confirming why the person is a good candidate for induction.

• Mail the form to:

VAA Hall of Fame

Charlie Harris

M

Calendar

of

Aviation vents

Is

Now Online

EAA 's

onli

neCalend

ar of Events

is he 'g

o to

spot

on

the

Web

to

list

and find

aviat

ion

eve

n

ts

iny

our

area. The user·fri

endly

, searchable fo rmat

ma kes

it

the

perfect

web-based tool for planning

your local trips

to

a fly

in.

In EAA's

on

line Calendar

of

Events, y

ou

can

search for events at a

ny

g

ven

time wthin acertain

radius

of

any airport by

ente

ring

the

identifier

ora

ZIP code, and you can further

define

your search

to

look

for

just the types

of

events

you

'd ike

to

attend.

We

in

vite

you

o access

the EAA

online

Calendar

of

Events

at tt ://www eaa orgjca/endarj

Upcoming

ajor

Fly Ins

Aero Frledrlchshafen

Messe Friedrichshafen, Friedrichshafen, Germany

April 2-5,

2009

www.Aero Friedrichshafen.com/htm/jen

Sun 'n Fun Fly-In

at

Lakeland

Lakeland Linder Regional Airport LAL)

Lakeland, Florida

April

21

-26,

2009

www.Sun N Fun.org

Golden

West

Regional

F1y·ln

Yuba County Airport MYV)

Marysville, California

June 12-14,

2009

www.GoldenWestFlyln.org

Virginia Regional Festival

of

Flight

Suffolk Executive Airport

SFQ)

http://www.eaa.orgjca/endarjhttp://www.eaa.orgjca/endarjhttp://www.eaa.orgjca/endarjhttp://www.eaa.orgjca/endarjhttp://www.aero-friedrichshafen.com/htm/jenhttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.GoldenWestFlyln.orghttp://www.eaa.orgjca/endarjhttp://www.aero-friedrichshafen.com/htm/jenhttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.GoldenWestFlyln.org


36/44

The Bet

And a little bit of wint r preflight wisdom

As bets go, the money at stake

was not that

much.

But we both

agreed that i t was the principle of

the

thing

that

was

important

so

we

took the bet. After all,

we

could

not let those guys

think

we were a

couple of wimps.

Winter in Alaska

is

long. Even in

Anchorage which lies in south-

central

Alaska,

winter

is

long. Snow

fall

starts in late October and gathers

BY IRVEN

F

PALMER JR.

board. On many of these trips we of-

ten camped out in the wilderness in

subfreezing weather. On some occa

sions there was a lodge close

by,

and

we

could rent a cabin or room. But

if we were in a really remote area,

which we usually were, we would

pitch our tent and rough it.

Tolsona Lake is

approximately

170 highway miles

north of

An

chorage, which works

out

to about

one hour and 30 minutes of flying

time. The lake

is

situated near the

Glenn Highway and contains some

fine-eating

burbot

a

kind of fresh

water cod) .

Bill

and

I

made

plans

on

Friday

to fly up there

Saturday morning

go ice fishing, stay overnight,

and

fly home to Anchorage

on Sun

day.

We

were up and raring

to

go

on

Saturday morning in the

near


37/44

Irven Palmer s

pr

e-heating system. The homemade shroud around

the

little Coleman stove shields

the

burner

from the wind.

t

can

be

rotated

to

change the opening where

it

attaches

to the

reducer. The entire outfit

weights only

fi

ve pounds, and even includes a spare fuel bottle. The background of

the

photograph is a visual

signal device he carries as part of his survival gear. Its made of bright International

r

ange nylon.

dark.

I t

was

mid-December, and

there

were

only about

five

and

a

of snow on the

covers,

you

will

have moisture inside

the

airplane

plane with

our

fishing gear

and

sur

vival kit, sleeping bags, tent,

camp


38/44

the

engine preheated

after

about

3S minutes,

I called flight service

and

filed our

flight plan.

We de

parted

, and I

essentially

followed

the Glenn

Highway north

and

east

up

past

the

Matanuska Glacier

and

on through

the Tahneta Pass. After

an hour and

30 minutes, we landed

on Talsona Lake,

elevation 2,000

feet. I

taxied next

to a small tree

and

brush-covered island,

shut

down, inserted ice

pitons

into the

lake ice,

and

tied

the plane down

.

Out

came

the

airplane covers,

and

we covered

up the

entire plane.

We got

out

our fishing equip

ment,

collapsible chairs,

catalytic

heater,

and

ice drill

and

drilled some

holes. The ice was 24 inches thick,

as i t

had been

freezing

up

here in

interior Alaska for

at

least two and

a

half months.

We were dressed

in

our insulated

pants,

parkas,

shoe

pack

boots, multilayered under

clothes, gloves,

hats

, etc., so we

were still comfortable even though

the airplane temperature gauge read

2S below zero. It is always colder

in

the interior of Alaska than down

near

Cook

Inlet

,

the

large

body

of

there, it started to get dark, and as

we

occasionally

dipped ice

scum

out

of

our

fishing

holes,

we

no

ticed

that

over at

the

Tolsona

Lodge there seemed to be

a

lot

of arriving

traffic,

both

cars

and

snow machines

.

Bill said, What say we go

over

there

and

see what's going on?"

So

we

removed

our

lines and stowed

our gear next to the

airplane and

walked over

to

the

lodge.

Taking

barstools

at the bar, we

ordered

a

couple of brews

and

asked

the

bar

tender what

was happening.

He said, "We saw

you

guys

land

out

there earlier a few hours ago, so

how

are you doing?"

We told

him

we

both had

a cou

ple of nice fish.

I asked him, "Where did all these

people come from?"

He said, You guys are

in

luck."

Why

's that?" we queried.

He said, "The Indian folks over at

Copper Center are having their annual

bison barbeque

feed

here tonight, and

all the lodge guests are invited."

Bill, my

copilot and

fishing

buddy,

told

him

that

we

planned

Why Bill

said that, I

didn't

know.

It

was a surprise to me Back

in

An

chorage,

I had

just assumed

that,

like

we

had

done

previously,

we

would rent a

room

at

the

lodge.

Some

guy

said, "You

mean you

two are going

to camp out

there by

that island tonight?"

I felt I had to back up Bill, so I

said,

Yep,

that 's the plan."

Another fellow piped up

and

ex

claimed, "I don't believe it "

"We

do

winter camping a lo t, "

replied Bill.

A

third

guy yells ou t, "I

bet

each

of you 20 bucks

that

you

don't

camp

out

there

on

that ice all night."

What

could we do?

We said

in

unison, "We ' ll

take

that bet."

We

all had a great bison dinner,

a

couple more beers,

and

played

some

pool.

Our bettor

was

staying

at the

lodge, so we

would

see him

in

the morning.

Bill and I left and

went out

to

the plane,

got

out the

tent,

and

pitched it on

top

of a plas

tic tarp

on

the ice. We laid out

our

foam sleeping pads

under our down

sleeping bags

and

crawled in.


39/44

Someth ing

to buy,

se l l or t rade?

Classified Word Ads: 5.50 per

10

words,

180

words maximum, with boldface lead-in

on

first line.

Classifi

ed

Display

Ads

:

One

column wide

(2.167 inches)

by

1, 2, or 3 inches high at

20 per inch. Black and wh ite only, and no

frequency discounts.

Advertising Closing Dates: 10th of second

month prior to desired

issue

date ( i.e. ,

January 10 is the closing date for the March

issue). VAA 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

-

6845)

or e-mail

classads@

eaa.org 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 correspondencae to EM

Publications Classified Ad Manager, P.O. Box

3086, Oshkosh, WI 54903-3086.

alte

8to ClJ.

o

tlte

1929 - 1949

(/fa.tlona.' cfil C

OUz.cefj

only

comprehensive

V Story

of the National

Air

Races

available

today

Aviation fans will

enjoy the year-by-year storytelling

about

the airplanes, and

the

pilots who flew

them Ro se Dorcey , EA A Sport

. .a pos itive

addition

to the

aviation historian s

video collection

.

Je rri Bergen , American Avia t

io

n

Hi

stori cal S ociety

I highly

recommend

this

interesting

video.

Tim

Sa

vage. Warbi ,d

Di

gest


40/44

Child's Hat, Scarf

&

Mittens

Chase the chill away from your little

bundle of oy with this three piece

set

of comfy

fleece

hat,

scarf and

mittens.

5.95

V09915 Black

V15402

Cobalt

Blue

V15404 Navy

. i 8 . 9 ~

OW

$29.95

Ladies

Quilted

Vest

This

vest

keeps

you

warm

while looking

stylish

.

Studded

with

stones

that

sparkle

around

collar,

pockets,

logo

and

down left

side

shoulder.

Limited quantities. Size Is a

ladles

medium.


41/44

Vl16

Plan

your

days,

weeks, and year

with

this

classy

organizer. Black

vinyl, with V logo lasered on

a

flap

of the portfolio.

Room for

your cell phone plus a couple of

handy extra side pockets. Includes

calculator with ruled side. Tabbed

dividers

for

Communication,

Projects, Expenses, Goals,

and

Contacts directory.

Leather riefcase

ontinued from I e

on

board

a B-17

bomber.

Well, as

you

can

imagine, this

turned into

a

you show me

yours and I'll

show

you mine

sort

of

an

arrangement,

and the

B-17

crew

was

treated

to an amazing tour

of

the space

shuttle Endeavour

We

arrived

early in the evening,

and as

luck

would have

it,

the decontamina

tion fence was

being taken down.

This, of

course, led to

a

close-up

tour.

We were

actually

walking

around on

the catwalk

surround

ing the shuttle,

and we were

even

allowed to poke

our

heads

inside

the

ship. What a treat These guys

spent

a

couple

of

hours with

us as

we looked

this amazing

spacecraft

over.

They

were very

friendly and

tolerated

all of our

dumb

ques

tions. You could

easily sense the

immense pride this ground

crew

had

in

what they

were

doing for

the space

program. A number

of

these individuals shared

with

astronauts,

and

I'm certain

you

would

enjoy watching him speak

at

the Wright Brothers Memorial

Banquet. Go to http://EAA org/

news/200B/200B 12 1B_borman.asp.

EAA

also

has

a

wonderful

Timeless

Voices

interview of

him online

at

www.EAA.org/video/timelessvoices.

html?videold=5474347001

This,

too,

is a

must-see video

of

his

many experiences

in a life full

of

opportunity

and

challenges.

Following his

retirement as

CEO

of

Eastern

Airlines, Col.

Borman

moved

to Las

Cruces, New

Mex

ico, and began restoring vintage

and

warbird airplanes,

several

of

which he

has flown

to

Oshkosh.

Over the years

his company

has

restored 17 aircraft.

Last on my list for

this

month's

column is a heartfelt thanks

from

your

board of directors to

those

of

you

who have

chosen to

us

mem

http:///reader/full/http://EAA.orghttp://www.eaa.org/video/timelessvoiceshttp:///reader/full/http://EAA.orghttp://www.eaa.org/video/timelessvoices


42/44

VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS

Presi

dent

Vice-Pres ident

Geoff Robison George

Daubne

r

152 1

E.

MacGreg

or Dr.

2448 Lough Lane

New Have n, IN 46774 Har

t

ford,

W I 53

02

7

260

·493-4724 2

62

-673-5885

cizief7025@nol .

com

gda ubn

er@eaa

.org

Secretary

Treasurer

Steve Nesse

Cha rl

es

W.

Ha

rris

2009 H ighl and Ave. 72 I 5 Eas t 46

th

St.

Al

bert

Lea, MN 56007 Tulsa,

OK

74147

507-373-1674 9 I 8-622-8400

cwh@hvs u.com

DIRECTORS

Steve Bender

85 Brush Hi ll Road

Sh

erborn,

MA

0 1770

508-653-7557

ss

t [email protected]

David Bennett

375 Killdeer Ct

Li ncoln, CA 95648

9 16-645-8370

ant

[email protected]

John Berendt

7645 Ec ho Point Rd.

Ca

nnon Fa ll

s,

MN 55009

S07 ·263 ·24 14

[email protected]

Jerry Br

own

4605 Hicko ry

Wood

Row

Greenwood, IN

46 14

3

3 17-422-

9366

IbroWIl4906@aoi .col1l

Dave Clark

635

Ves

tal La ne

Plai

nfie

ld, IN 46168

3 17-839·4500

davecpd@att."et

Da le

A.

Gustafson

7724 S

had

y

Hills

Dr.

I

ndia

napo

i

s,

IN

46278

3 17 -293-4430

[email protected]

Jeann ie

Hill

P.O . B

ox 328

Harvard, IL 60033-0328

815-943-7205

Esp ie " Butch " j oyce

704 N. R

egiona

l Rd.

Greensboro, NC 27409

336-668-3650

[email protected] m

Dan Knutson

106 Tena Ma rie C ircle

Lod

i , WI 53S55

608-592-7224

/[email protected]

Steve Krog

1002 Hea

th

er Ln.

Har tf

ord, W I

530

27

262-966-7627

ss

k

rog@aoi co

m

e m b e r s h i ~

Services

Directory

ENJOY THE

MANY

BENEFITS

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EAA

AND

~ ~

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E

AA

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Cent

er, PO Box 3086, Oshkosh

WI 54903-3086

Phone (920) 426-4800 Fax (920) 426-4873

Web Sites: www.villtJ1geaircra(t

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or

g,

www

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airventure.o

rg,

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Members Information Une 888-EAA-INFO (3224636)

Use

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protected]:villtageaircra([email protected]:villtageaircra([email protected]:villtageaircra([email protected]:villtageaircra([email protected]:villtageaircra([email protected]:villtageaircra([email protected]:villtageaircra([email protected]:villtageaircra([email protected]://www.eaa.orgjmemberbenefits/http://www.eaa.orgjmemberbenefits/http://www.eaa.orgjmemberbenefits/mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email 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43/44

Drive

one.

Drive

Green.

Fusion:

It

has

the

stuff

you

want.

The MPGs. The technology.

The

performance.


44/44

J.A.

D. MCCURDY AEA SILVER DART

FIRST CONTROLLED

POWERED FLIGHT

IN

CANADA

FEBRUARY 2 3 1 : 9 0 9

Documents

Vintage Airplane - Feb 2009