Vintage Airplane - Jan 2009

8/20/2019 Vintage Airplane - Jan 2009

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2/44

G OFF RO ISON

PRESIDENT

VI

NTA

G

AI RCRAFT ASSOCIATION

Winter thoughts

H

ere's

hoping everyone

had wonderful Christ-

mas and New Year's cel

ebrations. The holidays

have proven to be a busy

time

for

me

. I had

the pleasure

of launch-

ing

out

on the

EAA B-17 Tour last

March, and it

ended

up that I was

also privileged

to end the

2008

tour

during

the

second week of De

cember, which I concluded

by

re

turning

all

of the

ground support

equipment back to Oshkosh.

Then it

got

busy. The

C 120

ran

out of annual last September,

but

my dedicated, professional

A&P

mechanic decided he

was

going

down

under" to Australia

and

New

Zealand for a couple of months. He

got back

during

the Thanksgiving

holiday,

and,

well there

it

sits.

We'll keep pecking away on it till

it flies again . My helpers and part

ners were as

distracted

as I was

by

that

time

with everything

else go

ing

on.

My 170A,

the

poor thing,

languishes in

another

hangar, hav

ing

had little exercise since its an

nual was completed.

exciting new project for

the

VAA

area

on

the AirVenture grounds.

The Vintage

Aircraft

Association

board

of directors

voted

this past

fall

to

erect a new

vintage hangar-

style structure in the Vintage area

of

operations at Wittman

Field

in Oshkosh. The volunteers who

The

Vintage

Aircraft

Association board of

directors voted this

past

fall

to

erect a

new vintage hangar-

style structu re in the

Vintage

area

of

op-

erations at Wittman

Field

in

Oshkosh.

have been

helping

get

this proj-

the

years drove the majority of

the

changes

that you'll see, which will

consolidate

interest

areas

and

ex

hibits and create pathways that will

allow members to more directly get

to

the

places they wish to access.

Campground

changes

are also

on

the slate of things to do, and

EAA s

multi-year project is quite exciting.

For more

on EAA s

plans, be sure to

read Steve Taylor's blog on

the

proj

ect at http://AirVentureSiteUpdate

blogspot com It's both entertaining

and informative

One of the benefits of our project

will

be the transformation of the

VAA headquarters

area. All

three

large tents directly south of

the

Red

Barn

will be eliminated. This

in-

cludes

the

type club

tent

and

the

vintage metal shaping/workshop

tent. The food tent and the ice cream

stand have been relocated,

and

they

will be replaced

with

a "food court"

provided by EAA. We're thrilled

to

be able

to

make these changes for

the

membership who

attend

Air

Venture; for more on the

project,

please see H.G. Frautschy's article

http://airventuresiteupdate/http:///reader/full/blogspot.comhttp://airventuresiteupdate/http:///reader/full/blogspot.com


3/44

G

JANUARY

E

VOL. 37, No 1

2009

co

TENTS

Fe

Straight

&

Level

Winter thoughts

by Geoff Robison

2

News

4

VAA

Type Club Hangar

A new VAA building is planned

for EAA AirVenture 2009

by H.G. Frautschy

6

America

The first of the great flying boats

by Jim Poel

and

Lee Sackett

1 2 Bill Pancake

VAA Hall of Fame 2008

ind

uctee

by Dave Clark

18 Light Plane Heritage

The Sport Farman

by Jack McRae

The Vintage Instructor

Between a rock and a hard spot

by

Doug Stewart

STAFF

4

VAA

Type Club List

EAA

Publisher Tom Poberezny

Director of

EAA

Publications

Mary Jones

3

The Vintage Mechanic Execu tive Director/Editor

H.G.

Frautschy

Aging Aircraft Issues, Part 1

Production/Speci

al

Project Kathleen Witman

by Robert G. Lock

News

Editor Ric Reynolds

Photography Jim Koepnick

Bonnie Kratz

by H.G. Frautschy

34

Mystery Plane

Adver tising

Coordinator Sue

Anderson

Classified Ad Coordinator

Lesley Poberezny


4/44

Large Aircraft

Security Program:

A

Threat to

All!

If the

Large

Aircraft Security Pro

gram

(LASP)

goes through as pro

posed,

owners and

operators of

aircraft 12,500

pounds

or heavier

will be required to obtain

the

Trans

portation Security Administra

tion's (TSA) permission

to

operate

their

personal

aircraft every

time

they carry passengers in domestic

airspace. Additionally, flight crews

of such aircraft will be required

to

undergo fingerprinting

and

a back

ground check, all passengers will

have to be vetted against the gov

ernment's terrorist watch lists, and

numerous

security

reqUirements

will be imposed on airports serving

these large aircraft.

You

might

be

thinking,

So

what? I fly a small recreational air

craft that weighs well under 12,500

pounds. Here is why you should

be concerned.

In

November's Advance Infor

mation

on

Private Aircraft Arriving

and Departing

the

United States

fi

nal rule, the U.S. Customs and

Bor-

der Protection (CBP) imposed new

requirements on all private aircraft

regardless

of

size CBP

defines private

aircraft

as

any aircraft,

other than

government or military, which are

not engaged in carrying passengers

or cargo for compensation." In other

words, there is no distinction with

regard to weight or capacity. The new

vice president of government rel

a-

cont

in

ua

ll

y pushed lower by those

tions. This must be borne

in mind

who view all aircraft

as

a threat.

when contemplating the long-term

EAA

an

d other general aviation

future of

TSA's

proposed Large Air-

organiza tions have successfully mit

craft Security Program and the ten

igated most proposed security mea

dency

for

that

weight limit to be

sures post-9/11

that

have threatened

JIM KOEPN

IC

K

I

Plenty of skiplanes will descend on Pioneer Airport

January 4 . . .

if

conditions are

right.

Get

Your

Skis On!

On

January 24,

EM s

Pioneer Airport

wi ll

open for its only winter operations ,

if the weather is just right. The annual EM Skiplane Fly In gives the snowbound

a reason to love winter,

if

only for a

day

.

People come from all over to enjoy a steaming bowl of chili

and

endless cups

of cocoa, topped off with a piece of birthday cake in honor of EM s matriarch,

Audrey Poberezny. We ll also celebrate the 56th anniversary of the organiza

tion s fi rst meeting

on

January 26, 1953.

While some Wisconsinites may

be

pining for a January thaw, skiplane lovers

are hoping for adequate snow cover, which will allow the unique aircraft to take

off

and land

on

the billowy white

runway.

Watch the EM website for current

con-

ditions

as

well as instructions for pilots who would like to

fly in

.

if

the condi

tions are jus t right. (Navigate to www AirVenturemuseum org/webcamto monitor

the Pioneer Airport runway.) Anyone wishing to

fly

in to the event must contact

Sean

Elliott, EM director of aircraft operations; call 920-426-4886.

http://www.airventuremuseum.org/webcamtohttp://www.airventuremuseum.org/webcamto


5/44

irVentureSite

Photo Tour

You can see for yourself what's being done on

the convention grounds through a virtual

AirVen-

ture On -Site Photo Tour map. Visit www AirVen-

ture org/siteplan and click

on

On-Site Photo

Tour

to view a panoramic series of photos from more

than a dozen locations, showing new roadways,

buildings, new configurations, and more. Click on

a camera icon to zoom

in

on a map section; then

click on the black dots to see the mini galleries.

(You can use your arrows to navigate through the

galleries.)

small general aviation aircraft.

This new rule makes no

dis-

tinction and

seeks

to

paint all air-

craft classes

with the

same

broad

brush, which shakes

any

belief that

TSA s proposed

Large Aircraft Se-

curity Rule

would

be

held

to only

large aircraft over the

long term,

Macnair added.

This

is why we

urge

all

members to respond to

TSA, regardless of the weight of the

aircraft

they

operate.

For

more information on how

to comment, visit www.EAA.org/

news/2008/2008-11-11 --proposal.asp.

You

have

until

February 27, 2009,

to

register

your comments on

this

regulation that has

the

potential

to

do irreparable

harm to

private avia-

tion in

the

United States.

Dutch Redfield

Many

of

you

may

recall a series

(( 9k 9Tt ud yoack owaJ)

by Dutch Redfield

During a lifetime in aviation, I have experienced only one forced landing.

It was not difficult. The dead-stick glide began at three thousand feet.

There were several suitable fields from which to choose .

Things worked out nicely.

Yet I know that I have one more forced landing lurking and waiting for me out there.

I believe that at this stage of my life, I am ready for it. Perhaps there will be warning,

maybe not.

Will there be time for me to plan a good approach to this final touchdown?

Will it be a hasty no power, no options , straight ahead steep descent to a walloping hard

touchdown?

Or

will

it be

a soft afternoon peaceful glide?

Whatever, for this final glide, I ask only for an open cockpit, so I can, however briefly, sa

vor for the last time the feels

of

flight , as biplane wings forward

of

me exquisitely frame

and record the slowly changing, tilting scenes as I maneuver and silently bank and glide

onto what I have long known will be my very final approach.

Please,

no

helmet, so old ears can best sense vital changes in speed, relayed through

the lovely sounds

of

whistling interplane struts and wires, and so cheeks and bared

head can best read changing airflows swirling behind the cockpit's tiny windshield.

http://www.airven/http:///reader/full/www.EAA.orghttp://www.airven/http:///reader/full/www.EAA.org


6/44P

actically since

the

be-

ginning of the

vin-

tage aircraft movement,

members of the Vintage

Aircraft Association

who

have a particular interest in a spe-

cific airplane have flocked together

during

various venues on the E

BY

H.G.

FR UTSCHY


7/44

V

volunteer leadership has

long recognized that the type clubs

have

been

a major part

of

the

vintage aviation movement

This artist s concept

drawing

by

VAA administrative assis-

tant

Theresa

Books

shows

you the

new

layout for

the

VAA

,

area

south

of

th

e

Red

Barn

headquarters

and VAA board member emeritus

John Turgyan of New Egypt, New

have

been

a

workable

shelter for

the clubs, inclement weather or soft

grounds have made it a

bit

uncom

fortable

at

times .

That tent

,

along

with

the

smaller workshop demon

stration

tent, will now be replaced

by

the

VAA

Type Club

Hangar,

a

new

7S-by-IOO foot

pavilion that

will be built in

the

spring of 2009.

In many

ways

this

project

is

also

the result of the foresight

shown

by the VAA board in creating the

VAA

Friends of the Red Barn cam

paign. I f that

yearly

financial

ap

peal

was

not

part of our annual

budgeting

process, the VAA

would

have been forced

to

spend more

of its members' annual

dues

on

convention

expenses. Instead, we

were able

to

save a

portion of the

money so that we can now

invest

in

the

infrastructure

that

will ben

efit

members

who

attend

the

an-

nual convention. Our thanks to

all

of you who have contributed to

the Friends of the Red Barn

cam-

paign

throughout the

years .

In

addition to

the 6,lOO-square

foot main

type

club area,

the

cre

ation of four

rooms in

the

back

section will allow VAA to

remove

hangar creates a

more secure,

weatherproof location

for

the

type

clubs

to meet with

member

s

who have an interest in their

par

ticular

aircraft.

The ground preparation work

and foundation

work

is

being com

pleted this winter

, and

then

the

wood frame structure, reminiscent

of

the

hangars

of the

golden age of

aviation, will be

built

as

the

snow

starts to melt.

Other changes

to

the area include

the

removal of

the

ice cream

stand

from

the

area just

to

the southeast

of

the Red Barn.

The

Classic Cafe

will

be

replaced with a different

food

venue in a

spot not too

far

from its

location in

2008.

The

re

location

of

those

two food service

venues

will allow VAA to add air

craft display areas.

We

'

ll

have more

on

the

additional plans for

the

VAA

display area

as they

are firmed

up

.

Our thanks

again

to John

Turg

yan and the other members who

have stepped

up to

help fund this

much-needed

improvement to

the

VAA

area . We'd also welcome con

tributions

to

the

building

by

type

clubs who

may

wish

to

make a do


8/44

America s istory

In 1914 Rodman Wannamaker

(of the department store fame) con

tracted Glenn Curtiss to build

an

aircraft that was capable of flying

BY JIM P OEL AND L EE SACKETT

would be up to the task.

To

celebrate 100 years of peace

between

the

United

States

and

England, in 1913 The ondon

aily

ail

newspaper

offered a prize of

tiss had built. It also incorporated

many design features that stayed

in

use throughout flying-boat pro

duction in the coming years. The

innovations included the stepped


9/44

compass

that

was built just for the

occasion

and an altimeter.

Also,

just above the instrument

board

mounted

just below

the

front wind

To

celebrate

100

years

of

peace

between

the

United

States

and

England

in

1913 The

ondon

aily

Mai newspaper

offered

prize of 50,000 for

the

first aerial

crossing

of

the Atlantic

between

the

two

countries.

with which

merica

was built

it

was

first test flown

on June

28, 1914),

testing

continued throughout the

next

two

months

during the sum

ships,

the

flight was postponed

and

eventually cancelled. Instead of

achieving the fame and fortune of

the

first aircraft

to

fly across the

At-


10/44

ger, faster, nd more complex,

but

still used all the basic

innovations

th t Glenn Curtiss designed in 1914.

he

eplicil

As

part of their

continuing

work to honor

nd

com-

memorate the accomplishments of one of aviation s pi-

oneers, the volunteers of the Gl

enn

H Curtiss Museum

in Hammondsport built a reproduction of America The

project took a bit longer to build, covering a period of

three years.

After construction in the restoration shop of the

Glenn H.

Curtiss

Museum in Hammondsport New

York the wings are installed

on the

grounds of the

Mercury Aircraft Corporation.


11/44

The planking of

the

inverted hull of

the

H-4

closely followed

high-speed

boat

construction.

The instrument ~ m ~ l ~ ~ 7 : : r J - ; -

"panel"

con

sisted of little


12/44

Only a

few blue

prints were available.

The available drawings

documented

certain wing

sections,

the

flight

controls

, sta

bilizers, struts,

and

some

fittings.

To

aid in

filling in

the missing

knowledge, there were numerous

construction photographs

and

even patent drawings. The pho

tographs were enlarged, which al

lowed very accurate dimensions to

be

determined.

Studying

the

old

photographs

of

the

aircraft

under

construction in the Curtiss plant

became a daily ritual for the volun

teers. Thanks to the excellent reso

lution

of

the

slow film emulsions

of

that

time, amazing details were

discovered in this manner.

Each time a photograph was stud

ied,

some

new detail was

noticed.

Even a large electric drill hanging

on

a post in

one photograph that

was viewed dozens of times wasn t

noticed for more than a year.

Construction of

the

replica was

done

using

most of the

same

ma

terials

and techniques

that Cur

tiss used, such as copper rivets

and

slot-head

brass screws

(the

Phil

lips head screw wouldn t be

in

vented

for

at

least

15

years). There

were a

few

liberties taken

with

his

plane with

a bicy

cle spoke wrench.

As

the

airplane

came

together,

it was moved out of the restoration

shop onto the main floor. Watch

ing

the

work

being

done on

the

huge aircraft became quite an at

traction for visitors to the museum.

The final gross weight came

out

to

4,100 pounds. This gave the aircraft

a wing-area-to-weight ratio similar

to

a Piper J-3 Cub.

In late summer of 2007 it be

came clear

that

our engines, which

were sent

out

for overhaul, would

not be ready for the

planned

chris

tening and

first flight in September.

With

only

weeks

to

go, two

nor

mally

turning

90-hp Curtiss OX-5

engines

and mismatched props

were fitted.

I t

is worthy to note

here

that

the original America had counter

rotating propellers

that

were spe

cially carved for

the

airplane by

Dr.

Charles Olmstead of Buffalo. These

rotated just the opposite from mod

ern counter-rotating twin-engine

aircraft.

America s props had the

tions. America was officially

christened and

taxi

dem

onstrations were held, but flight

tests

would

have

to

wait until

the

freshly overhauled engines and

props were completed.

The year 2008 was a

different

story. With two newly overhauled

counter-rotating, 100-hp V-8 Cur

tiss OXX-6

engines

and matching

propellers, now mounted in the

center section, America was

again

disassembled

and

transported to

the waters of Keuka

Lake.

On September 7, 2008,

the

first

sea trials of

the

season began. The

engines were started

and

warmed

up

.

The

aircraft

then

was

turned

into the

wind

and the

throttles ad

vanced for

the

first-step taxi tests.

Would

the engines be

powerful

enough to get the aircraft on

the

step? The question was quickly an

swered. Eleven seconds later,

Amer-

ica

lifted sprightly from

the

surface

of Keuka

Lake

.

With no pitch

change,

the

aircraft transited from

displacement directly to flight. Un

like most seaplanes, which

need

time to accelerate to flying speed


13/44

the horizontal elevator trim the

next

day

we made the first flight

tests flying

merica four times.

Aside from both of us

getting some land

ings, we

found

out

a

lot about

the

handling

characteristics.

At

first

the

ailerons were

very stiff and barely responsive

so turns were avoided. Since

they

are each 17 feet long, we expected

some resistance, but not quite this

much! Later, we repaired a jammed

pulley, which fixed that problem.

The rudder was extremely heavy.

t

took all of our

strength

just to

move the ball out of the center just

a fraction. Differential thrust and

rudder

trim had much more ef

fect. The elevators were somewhat

at

50 to 55 mph,

during which

the

engines were throttled back

to

just

above idle.

At

about 5 feet off the

surface, the

throttles

were reduced

to

idle

and the

aircraft slowed

to

about

45

mph

where i t

would

softly settle onto the water. It is the

smoothest-landing

seaplane

either

one

of

us has ever flown. Over all,

America performed very well.

The preliminary flight tests

showed it to be a large, very stable

aircraft that takes some strength

to

maneuver. We

now

felt ready for

the big show in six days.

On September 13, 2008, during

the

Annual Seaplane Homecom

ing in Hammondsport merica

was started and taxied out. After

warming up the

engines, the power

was

applied. The

crowd cheered

a large sweeping turn and headed

back to the crowd where we re

peated the maneuver around the

end of the lake. We turned a

third

time back toward Hammondsport

and

started our landing approach.

It was a long, shallow

approach at

55 mph. Just above the surface the

throttles were retarded,

and America

slipped gracefully onto

the

water.

That day

the people

of

Ham

mondsport watched

and

listened

as a twin OX-powered biplane

flew

overhead

repeating an

event

that happened

nearly

a

century

ago. For us it was a true

honor

and

the

thrill of a lifetime to fly

the

same

type

of aircraft

that

Glenn

Curtiss

flew in the

same

place he

flew it. The Curtiss-Wanamaker

H-4 merica was the aircraft

that


14/44

BILL PANCAKE

V

Hall of ame 2 8 inductee

by Dave Clark

Editor's Note: This article wa s well

on

its way to being published

wh

en

we

were

advised that

Bill Pan

c

ake

had been nominated and sel

ected

to be

the

2008

induct

ee

in

th

e

EAA Vinta

ge Aircraft Ass

ociation Hall

of

Fame

. We pe

rsonally in

-

form ed

Bill

of

his

sele

c

tion durin

g

th

e National

Aeronca

Association's

fly-in ban

quet

in Middl

e

town,

Ohio, in

the

middle

ofJune. To

say

he

was

surprised would

be

an

understatement

So

that we

could

adequately

tell

his

story at an

appropri

-

ate time, we 've held Dave Clark s terrific member profile until after

the

induction

ceremony.

HGF

In hangars, workshops,

and

fixed Here's just

one

example of his in

base operator

(FBO)

lounges,

when

ventiveness. Wh

en

Bill was

in

sev

a

question

arises

about

anything

enth

grade, he took a metal case

dealing with an

Aeronca, it's

not

for a cigarette pack

and inserted

a

uncommon

to hear, I'm

not sure-

model airplane ignition coil, bat ter

we should call Bill Pancake. ies, and a switch

th

at was triggered

While

the legal manufacturi

ng when

opened. While sitting in class

successors to

the

Aeronca type cer

one

day, he showed it

to

an unsu

s-

tificate have

been

located in a few

pecting

classmate.

The boy pulled

places like Osceola and Rochester,

Wisconsin, since 1970, Aeronca

vators

know

the real

knowledge

about

their

favori te brand

of

air

plane resides in a sma

ll

factory in

Keyser,

West Virginia, under

the

su

pervision of (Chief Engineering Offi

cer )

Bill

Pancake,

EAA

118244,

VAA

the two halves of t

he

case apart

and

got a nice shock

and

let out a yell.

The teacher

the

n stretched

out her

hand

and demanded to

have

what

Bill had in his

hand

. He gave

her

the closed case. She pulled the two

halves apart and was shocked . She

took

Bill by the

arm

and

marched

him

to the

principal's

office.

The


15/44

principal took the case and, yes, he

pulled it apart, got

the

shock,

and

let

out

a dignified squawk.

Bill

said

years later

the

principal told

him

it

was all he could do

not to

laugh

at

him then.

The teachers

must

have

thought

he was filled with mischief,

but

they

could tell

he

was also in

quisitive

and

very bright. Still, his

stunt charging up the teacher and

principal earned

him a

three-day

"vacation,"

which

he said he used

to work

on

airplanes

While

in high

school,

his mis

chievous mind concocted a plan to

"shock"

his friends. He

mounted

a

telescoping auto

radio antenna

in a horizontal position just

under

the front bumper of his car. This, of

course, was wired

to

another igni

tion

coil

with

a switch

controlled

by

Bill. He

would

then

park just be

hind the

car of a

friend and wait

until someone leaned on the car in

front.

He

would then extend

the

antenna

to touch

the

car

in front

and,

you guessed

it, "shock" his

friend. t

seemed

his

mind was

never at rest.

Quite a few of the EAA/VAA types

are

multifaceted

in

talents.

Bill

is

"megafaceted"

Since graduating

from high school in Keyser in 1959,

Bill has

taken

15

correspondence

courses

and has mastered digital

electronics, math, physics, chemis

try, instrumentation, locksmithing,

and many

more

subjects. Besides

his

interest

in

aviation, Bill also

holds

an

advanced class

ham

radio

operator license

W8SPK) and

vol

unteers as

an

official

U.S.

Weather

has

been

working

on air

planes since

he

was a very

young boy. In 1953,

at

age

13, he was

doping

wings

behind

the hangar at the

Keyser Airport, in

the

sun

light,

and

two Civil Aero

nautics Administration

(CAA)

inspectors,

John

Gibson

and

Bob

Bell,

asked

him

what he

was doing.

He

said the dope

blushed too

much

in

the shade, so

he

moved out

into

the sun

light. The

in

spectors

asked

where

the

me

chanic who

supervised him

was. He told them, "It's Ju

nior

Thrush and he is

back

at

the

airport in Burlington.

He comes

around

once in a

while, and the airport man

ager, Stanley Dantzic, is over

in

the

office."

Needless

to say, they

called

the

mechanic on

the

carpet. Three years later,

in

1956,

at

age 16, Bill

was

taking his private

pilot

written when

he

saw

the same two CAA

inspectors.

He

thought

he

was

in

trouble when

they recognized

him,

but

they were very cor

dial and encouraged

him

to

continue

in avia


16/44

Bill s

shop is filled with

tools that are

so

organized

and

neat, they

seem

to never

have been used. Don t

let that

fool you-

he s a

prolific restorer

and

insatiable parts builder.

In the

upper

right is one of two fonns

made by Bill to

create new

Champ/Chief wing

ribs,

and

in the

comer

are

a

few of

his

OX-S engine maintenance tools.

The

Aeronca factory used Waterbury

brass

eyelets to attach the

wood fonn

ers to the steel tube fuselage. In keep

ing with

his passion

for originality in

Aeronca restorations, Bill built this

special tool to

flatten

the

eyelets.

ox-s with

Bill,

and

now he

says

that at

age 68,

he

is

probably

the

youngest OX-S mechanic around

This indexing rotisserie

helps

Bill work efficiently in his relatively ti ht

work

space.


17/44

Young Bill at age

6.

chael

on his 16th birthday, the

Fourth

of July, 2004,

from

Miller

Field in Keyser, the same field

that

Bill

soloed from on his 16th birth

day,

February

9, 1956. And from

the same field, Curtiss Robin soloed

on his 16th birthday on the

30th

of

October this year. Grandson Robert

enjoys the airport as well-it makes

a great autocross track

Bill earned his CFI in 1970, an

A P

in 1972,

and

his IA in 1975.

His other ratings include commer

At age

15,

Bill enjoyed gas-powered,

free

-

flight

flying models.

The

ingenious

use of a model airplane ignition

coil

earned

young Bill a

visit

to the princi

pal

soffice .

1956-Aeronca sales

and

service at

Baker Air Park in

Burlington, West

Vir

ginia. Young

Bill s

early exposure

to

Aeronca

airplanes

would set a path

that he d follow

for

more

than five de

cades. The

airplane

in the foreground

is

a Messerschmitt Me-lOS.

Rockwell

hardness

tester, an

oven

that can

heat

parts

to

3,OOO°F, a com

mercial metal lathe, vertical milling

machine, metal brake, instrument

overhaul

and

repair tools, a form

for making wing ribs, an alarm that

is sounded when the sensor in his

mailbox tells

him

the mail has been

delivered,

an

alarm

that

goes off if

his city water pressure is low

and

when his emergency water pressure

pump is

activated,

an

electronics

drafting table, a large assortment

of shortwave radio transmitters, a

spray

booth with

a

brush

less mo

tor exhaust fan, and a 1I4-foot-tall

shortwave radio tower (he climbs it

to

change

the

lightbulb and Ameri

can flag-yikes ).

Bill

also designed

his own gin pole" out of 4130 tub

ing to raise the shortwave antenna.

He also has a self-designed loop an

tenna lightning

detector

to

trian

gulate

the

direction of each strike.


18/44

During the

restoration of NC1890E,

Bill

and

Saundra

pause near

Bill's Champ

dur-

ing

the 100

anniversary

celebration of Continental

engines.

During the restoration of

NC1890E,

Bill gives

it

a test flight.

Jack Vorach s, which won

both

Best

Champ and

Best Custom in 2000.

He also had several winners at the

National Aeronca Association fly-in

at Middletown, Ohio; Sentimental

Journey at

Lock Haven, Pennsylva

nia;

and some

at

the

Winchester,

Virginia, fly-in as well.

Bill also did two

complete

res

torations of

his

own.

The

first

is a 1946 IFR-equipped Aeronca

Champ, which won Best Custom

Classic at

EAA

Oshkosh in 1981.

He recently completed a custom

Aeronca Champ, NC1890E-which

included a McDowell hand starter

with 22 field approvals. (The Mc

Dowell was standard on the Chief,

and

there

were

factory

drawings

to add

it

to a Champ.) This air

plane won

Outstanding

Aeronca

Champ in 2003 in Oshkosh, Grand

Champion and the People s Choice

Award at the National Aeronca As-

sociation Convention in 2004,

and

Best Custom Classic at

Sentimen

tal Journey in 2007. Bill said he has

no trouble getting field approvals,

since he does lots of research

and

is well acquainted

with

the very

experienced FAA personnel in the

Baltimore Flight Standards District

Office

FSDO).

To supplement his various inter

ests, Bill

is

a voracious reader. His

favorite

book

is Marks Standard

Handbook

for

Mechanical Engine

ers.

He subscribes

to

several magazines,

including Invention Technology

and said he can t wait

to

get each

issue every

three

months.

He also

prefers QST and CQ magazines, as


19/44

Bill

and hisgrandson Michael Boogs during a

visit to EAA

AirVenture.

Bill;

son-in-law Michael; grandchildren Curtiss,

be

rt, Hannah, and Mark; daughter Stacey; and

Bill s wife

Saundra.

computerized system. For about the 5,000 of

them

in his personal filing

Virginian

to

receive

both

awards.

He was also recently awarded the

Distinguished Mountaineer Award

by West Virginia Governor Joe

Manchin

and was

inducted into

the

Keyser High School Legion

of

Honor in

2000

. A

lifetime mem

ber of the Silver Wings fraternity,

he has also found time to become

a deacon of the Keyser Presbyte

rian Church, a past master of Da

vis Lodge No.5 1

AF and AM

,

and

past patron of Alkire

Chapter

10,

Order of

the

Eastern Star.

Bill is

also

V an

EAA

technical counselor and an

EAA flight advisor.

We would need

a short story

no, a book-to

tell of

all

of the

accomplishmen t s of this

truly

outstanding aviator, maintenance

technician, restorer,

shortwave

radio guru,

weather

expert,

and

electronics expert. The next time

you want to know anything about

an Aeronca,

or just about any

other

antique or classic aircraft,

call Bill Pancake

When asked

how long

he in

tends to keep traveling to Oshkosh

and enter

airplanes for judging,

he

said, "As long as I am physically

able, I will look forward

to

going

every year."

Bill's wife, Saunie, said

Bill

is al

ways ready to lend a

helping

hand

to

his

neighbors

to fix broken

things,

and

it doesn' t stop with air

planes. "The

Bill

you see in Oshkosh

is the Bill I see every day;

he

is

something special." Bill said that

his

primary concern with any air

plane is to

keep i t safe

, flying,

and

legal.


20/44

Light Plane Heritage

ORIGINALLY PUBLI SHED IN E Experimenter SEPTEMBER 992

The Sport Farman

The Sport Farman was introduced

to

the aviation

world

in

late 1919

by

Henry

and

Maurice

Farman

of

Billancourt, France. The huge Farman

factory was reportedly 2 miles long,

employing 5,000 people, and capable

of producing 10 airplanes per day of

various types. The Sport Farman was

one of

the

earliest attempts to build

Y JACK McRAE, EAA 9

The airplane was of all-wood

construction;

the

fuselage

had

four

longerons and

was

covered

with

plywood.

To

avoid excessive center

of-gravity travel,

the

two seats were

arranged in tandem so

that the

rear

passenger's legs straddled

the

pilot's

seat, unfortunately preventing dual

controls from being used.

be capable of all aerobatic maneuvers.

The price at

the

factory was reported

to be approXimately $2,000.

Specifications of the Sport arman

Wing Span

23

ft.

4 in.

Length

20 ft.


21/44

Iii

....

N IN£

t3

-,.,-.

-

)-

---.:..

--

-

I

I -

-

I

-


22/44

an hour of St. Louis, a failure

of

the

magneto drive forced

them down again

and

required

installation of a

new engine.

After finally arriving at the

races,

the other

more powerful

airplanes were

found to

be

too

fast for the Farman in the closed

course races. The

return

trip

to

Philadelphia was made without

further troubles. Flying from a

small field on the Delaware River

near Philadelphia on weekends,

a good business was developed

carrying

passengers

for $5

rides

or

$10

for a

ride under

the

bridge. Some airplane sales

were made, and charter

trips

in good

weather

and jobs such

as dropping leaflets provided

income. Eventually

the

Farman

was

cracked up in an emergency

landing

in

the river caused

by

a broken control

cable,

but

the

new Farman in

the

On to

Dayton race, but delays due

to

weather

prevented them from

finishing

in time. When they

arrived in Dayton , a ground

loop

caused

the

racing-t

y

pe

landing gear to collapse, putting

them out of

any

further

races.

After repairs

and returning

to

Philadelphia, the Super Sport

was used for charter and flight

instruction

and proved to be

very satisfactory.

In 1927

the Ludington

Company built up a special Sport

Farman from spare parts for

the

trans-Atlantic pilot

Clarence

Chamberlin. This

ship

had

rounded wingtips, redesigned tail

surfaces and landing gear, and

a 50-hp Siemens Halske engine.

Chamberlin

called

it the

Je

rsey

Sport

Farman

showing

its

speci l l nding

gear

27-1/2-foot

span, had a

greater

without injury to pilot or passenger. range, and was powered with a 90

In 1924 a later model

Farman,

hp

Anzani

engine

equipped with

the Super Sport, was

obtained

by dual ignition. The

National

Air

the

Ludington

Company.

This

Races were held in Dayton in 1924,

model was slightly

larger

with a and Ludington and Hewitt entered

Skeeter

and

used it

for several

years until it was cracked up by

another pilot.

References:

viation

magazine, March I, 1920;

June 12 1922; June 11

1923.

OP

Pilot magazine, July

1961

- :+


23/44

aSH

1

The recommended speed for maximum aviation enjoyment.

2

Optimum dream lift off speed.

3

The designated speed for

stress retraction. 4 The speed at which Oshkosh comes each

year. See also: www airventure org

http:///reader/full/www.airventure.orghttp:///reader/full/www.airventure.org


24/44

Y

DOUG

STEWART

Between a

rock

and a

hard

spot

In last month s article I wrote

about flying on the backside of the

power curve.

So

just as a refresher

in case you didn t get a chance to

read it, the backside

of the

power

curve

exists

whenever there

isn t

sufficient power

to overcome the

induced

drag created by high an

gles of

attack.

Anytime we fly in

slow flight, we are

most often

on

the backside of the curve. In this

re

gime, you will notice that if you in

crease back pressure

on

the stick,

the

houses actually get smaller

rather

than

bigger. This is why it's known

as

the area of reverse command.

And of course if we

continue to

pull on the stick, or yoke, the air

plane will reach its critical angle of

attack, and if that angle is exceeded

the airplane will stall. To add insult

to

injury, if we

haven t

added

suf

ficient right rudder to compensate

for all the left-turning tendencies

occurring in this attitude, when the

airplane stalls, it will most likely

spin.

flight rules VFR) aircraft is hover

ing

at

5,500 feet.

However,

there are certainly

times when we might very well

have

to

fly the

backside of

the

power curve,

not

to

confuse a con

troller, but to

achieve

a specific

task. Ask any bush pilot to describe

his technique for landing on a very

short landing strip, especially when

it is surrounded by obstacles,

and

he will

explain

his

method

as be

ing on

the

backside of

the

power

curve,

balancing pitch and power

to keep

them on

a steep glide slope

at slow speed. This is the technique

I had to use landing at a l,900-foot

runway (not that

that

is very short)

in

the

hills of New Hampshire this

past summer.

It was the end of August on what

was perhaps

one

of

the most

beau

tiful days of the year. The temper

ature

was in

the

mid-70s,

the

air

was smooth with light and variable

winds on the ground, and the high

pressure

helped to

create visibili

rolling hills and thick forest, and

then suddenly

emerged

at

the air

port. The only real indication that

we had transitioned to an airport

was a windsock, a couple of

han

gars,

and my

parked Cardinal

RG.

Although the runway

had

been

dirt for many years (and really was

a continuation of the dirt road), it

was now paved with asphalt. It also

was not flat, but had a gentle roll

ing

contour

similar to

the end

of a

roller coaster ride.

The airport narrowed toward

the

departure end, with rising wooded

terrain on both sides,

and

trees at

both

ends. (This sure

isn t

Kansas,

Toto )

At

least the density altitude

wouldn t be an issue, what with

the

moderate temperature,

high

pres

sure, dry air, and a field elevation

of

only

510

feet.

The windsock

indicated light

winds

at about 3

knots, favoring a departure to

the

southwest. The winds wouldn t be

of much help, especially in clear

ing the trees, but it was better

than


25/44

the left side

of the

runway. They

seemed to be

moving

to the edge

of

the

woods that bordered

the

air

port, so with maximum power still

applied

I

released the brakes and

started the take-off roll.

Watching

to

confirm

that

the

airspeed indicator was alive, I saw

the airspeed come

up

to 55 lAS (in

creased attack speed) and then I no

ticed it drop

back

down to about

52 lAS.

I momentarily considered

aborting the takeoff, but we were

already

about

two-thirds

of the

way

down the runway, and the possibil

ity of not

being

able

to stop

before

the end of the runway ran through

my mind.

Virtually at the same time as I

completed that

thought, the air

speed

reached

the

rotation speed

of

65 lAS

and

I

felt

it better to

con

tinue the takeoff. We rotated and

I

lowered

the nose to achieve a

Vx

of

about 7

lAS (slightly lower

than the max gross Vx of 7 lAS).

We

were rapidly

approaching some

pine trees,

and

being concerned

that we

might not

clear

them I

low

ered

the

flaps

another

10 degrees

to balloon us over the trees,

which

worked.

But

now

I had used up a lot of

energy, and I needed to regain it.

That meant I

would

have to raise

the

flaps back to a

10-degree

set

ting, which would also mean that

we

would

settle

as

that

occurred.

There were still

more

trees in front

of

us, so I

turned toward

the low

est of those.

The

gear was still ex

tended.

Knowing

that the

worst

is with the

not making

enough

power for

us

to climb. Lowering the nose would

put us into

the

trees, whereas

main

taining the pitch I had might clear

them. Pulling

back

on

the

yoke

would put us dangerously close to

a stall.

With

the trees

getting

ever closer

it was

difficult

not

to

pull on the

yoke. The stall warning started to

sound intermittently

and

I worked

the

pitch

to

keep us above stall

speed. At this point we were at the

trees,

and the

propeller

hit

a

branch

somewhere between 5 and 6 o clock

. .

. then I

noticed

it drop back

down

to about S2 lAS.

I momentarily

considered

aborting the

takeoff . . .

of the

propeller arc.

Another

foot

of

altitude and we would have cleared

the trees.

The airplane

yawed and banked

to

the right after the

prop

hit the

top branch of the and

and got outside of the airplane. My

friend was

not

responding to my

inquiries

of

her

condition.

Once

outside the airplane, I was thinking

of how to get

her

out, when

a fire

man miraculously appeared

on

the

scene. A

second fireman

appeared

and they quickly

took

charge of the

situation.

We

both suffered severe injuries,

but

by

the time you read this, our

recoveries should be almost com

plete. In fact, three weeks after the

accident,

I

was

in the

backseat

of

the L-3 I wrote about in the last ar

ticle,

to

finish up

that client s

tail

wheel transition training.

For

many

student pilots, the

landing is considered the

most

dan

gerous time of the flight.

While

it

might be

the

most

anxiety

produc

ing

for

the

novice pilot, the

fact

remains

that the

most dangerous

time

is

the takeoff. I t

is

at this time

that

we

have minimal

energy, and

altitude.

If

the yogurt

hits

the fan ,

the

options are nil.

You

might very

well find

yourself stuck

between

that rock

and

a

hard

spot,

behind

the

power curve

with

nowhere to

go .

Was

there

anything I might have

done differently? Could I have pre

vented

this

accident?

You

had bet

ter believe I spent many a sleepless

night

during

my

early recovery go

ing over

and

over the accident and

the

events

that

led

up to

it.

The

bruises I

suffered

were not

only

physical, but

mental

and emotional

as

well.

I am

happy to say

that I

am well on

the

road

to

a complete

recovery.


26/44

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JENNIFER JENSEN

N7450 AANSTAD RD

mailto:[email protected]:[email protected]:[email protected]:///reader/full/WWW.AERONCA.ORGhttp:///reader/full/WWW.AERONCA.ORGhttp:///reader/full/WWW.AERONCA.ORGmailto:[email protected]://http//AERONCAhttp://http//AERONCAhttp://http//AERONCAmailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.AERONCAPILOTShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.AERONCAPILOTShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.AERONCAPILOTShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BEECHAEROCLUBhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BEECHAEROCLUBhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BEECHAEROCLUBmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BELLANCA-CHAMPIONCLUBmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/WWW.BONANZA.ORGhttp:///reader/full/WWW.BONANZA.ORGhttp:///reader/full/WWW.BONANZA.ORGhttp:///reader/full/WWW.TWINBONANZA.COMhttp:///reader/full/WWW.TWINBONANZA.COMhttp:///reader/full/WWW.TWINBONANZA.COMhttp://www.ibdaweb/http://www.ibdaweb/http://www.ibdaweb/http:///reader/full/150152.cOMhttp:///reader/full/150152.cOMhttp:///reader/full/150152.cOMhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAI50-152http://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAI50-152http://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAI50-152mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/ESSNAFLYER.ORGmailto:[email protected]:///reader/full/WWW.AERONCA.ORGmailto:[email protected]://http//AERONCAmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.AERONCAPILOTShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BEECHAEROCLUBmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BELLANCA-CHAMPIONCLUBmailto:[email protected]:///reader/full/WWW.BONANZA.ORGhttp:///reader/full/WWW.TWINBONANZA.COMhttp://www.ibdaweb/http:///reader/full/150152.cOMhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAI50-152mailto:[email protected]:[email protected]:///reader/full/ESSNAFLYER.ORG


27/44

CESSNA T- 50 THE FLYING BOBCATS

JON D. LARSON

P.O .

Box 566

AUBURN, WA 98071

253-670-8218

SKYKI [email protected]

WWW .ANGELFIRE.COM .M12/BOBCAT

CONTACT CLUB

FOR

DUES INFO

PUBLICATION : QRTLY

EASTERN CESSNA 190 195

ASsoc.

CLIFF CRABS

25575 BUTTERNUT RIDGE ROAD

NORTH OLMSTED, OH

44070

440-777-4025

[email protected]

$15 INITIAL,

THEN

AS REQUIRED

PUBLICATION: 4/YR

INTERNATIONAL CESSNA 120/140 Assoc .

KEN

& LORRAINE MORRIS, PRESIDENT

2900 HOWARD ST

POPLAR GROVE, IL 61065

815-547-3991

PRESIDENT@CESSNA

120-140.0RG

WWW .CESSNA 120-140.0RG

$25/YR

US; $35 INT'L

PUBLICATION : BI-MONTHLY

INT

' L

CESSNA

170

ASSO

C. ,

INC

.

22 VISTA VIEW LN.

CODY WY 82414

307-587-6397

[email protected]

WWW.CESSNA 17 0 .0RG

$45/YR

170

NEWS

, QUARTERLY

INT'L

CESSNA

180 185 CLUB

KEITH PETERMAN

40087

MISSION BLVD . #

392

FREMONT, CA

94539-3680

510-226-1364

FAX : 510-226-1464

PR

ESI [email protected]

WWW.SKYWAGONS .ORG

$25/YR


INT' L

CESSNA

195 CLUB

COYLE SCHWAB

632 N. TYLER RD.

ST. CHARLES, IL 60174

630-513-7002

COY LE . [email protected]

WWW.CESSNA 195.0RG

$25/YR

DE

HAVILLAND

MOTH

e CHIPMUNK CLUB

DAVID M. HARRIS

2024 75TH ST

KENOSHA, WI 53143

26 2 -

652-7043

MOTHFL [email protected]

$5/YR

PAPER TIGER,

4-6/YR

ELECTRONIC

ERCOUPE OWNERS

CLUB

CAROLYN T. CARDEN

P.O. Box 7117

OCEAN ISLE BEACH, NC 28469

910-575-2758

COU [email protected]

WWW .ERCOUPE.ORG

$30/YR US ;

$35

INT' L

COUPE CAPERS, MONTHLY

FAIRCHILD CLUB

JOHN W. BERENDT, PRESIDENT

7645 ECHO POINT ROAD

CANNON FALLS, MN 55009

507-263-2414

[email protected]

WWW .FAIRCHILDCLUB.COM

$20/YR

PUBLICATION: QRTLY

FAIRCHILD

FAN

CLUB

ROBERT L. TAYLOR

P. O. Box 127

BLAKESBURG, IA 52536

515-938-2773

FAX:

515-938-2093

ANTIQU

EAI

RFI [email protected]

WWW.ANTIQUEAIRFIELD .COM

$18

FOR

3 ISSUES . FAIRCHILD FAN

INTERNATIONAL FLEET CLUB

JIM

CATALANO

8 WESTLI N LN.

CORNWALL, NY 12518

845-534-3947

[email protected]

HTTP

://WEB.MAC.COM/FLEETCLU B/FLE ET_

CLUB/HoME .HTML

CONTRIBUTIONS

PUBLICATION: 3-4/YR

FUNK AIRCRAFT OWNERS ASSOCIATION

THAD SHELNUTT

2836 CALIFORNIA Av.

CARMICHAEL, CA 95608

916-971-3452

[email protected]

WWW.FUNKFLYERS .

ORG

$12 / YR

CANADIAN

HARVARD AIRCRAFT Assoc.

RAY WHITTEMORE, PRESIDENT

244411

AIRPORT ROAD ;

Box

175

TILLSONBURG, ON N4G 4H5

CANADA

519-842-9922

FAX: 519-842-3292

WWW.HARVARDS.COM

$50/YR

ROAR OF THE

HARVARD, QTRLY

HATZ

BIPLANE ASSOCIATION

P.O. Box 85

WILD ROSE, WI 54984

918-269-3361

[email protected]

WWW.WEEBEASTIE .COM/HATZCB 1/

$20/YR


HATZ

CLUB

ROBERT

L.

TAYLOR

P. O.

Box 127

BLAKESBURG, IA 52536

515-938-2773

FAX

:

515-938-2093

ANTIQU EAI RFI ELD@SIR ISONLlNE.COM

WWW.ANTIQUEAIRFIELD C

OM

$18

FOR

3 ISSUES, HATZ HERALD

HEATH PARASOL CLUB

WILLIAM SCHLAPMAN

6431 PAULSON ROAD

WINNECONNE, WI 54986

920-582-4454

HOWARD

CLUB e

HOWARD AIRCRAFT FOUNDATION

EDWARD R. MOORE

P.O. Box

50

WEST MYSTIC, CT 06388

860-536-3002

$30/YR

PUBLICATION : QUARTERLY

THE ARCTIC e INTERSTATE LEAGUE (TAIL )

STEVE DAWSON,

262-642-3649

[email protected]

WAYNE FORSHEY,

740-472-1481

W.A.FoRSH [email protected]

NEWSLETTER QTRLY VIA INTERNET

mailto:[email protected]:///reader/full/WWW.ANGELFIRE.COMhttp:///reader/full/WWW.ANGELFIRE.COMhttp:///reader/full/WWW.ANGELFIRE.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.SKYWAGONSmailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]:[email protected]:///reader/full/WWW.ERCOUPE.ORGhttp:///reader/full/WWW.ERCOUPE.ORGhttp:///reader/full/WWW.ERCOUPE.ORGmailto:[email protected]:///reader/full/WWW.FAIRCHILDCLUB.COMhttp:///reader/full/WWW.FAIRCHILDCLUB.COMhttp:///reader/full/WWW.FAIRCHILDCLUB.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.FUNKFLYERShttp:///reader/full/WWW.HARVARDS.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.WEEBEASTIE.COM/HATZCBhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.WEEBEASTIE.COM/HATZCBhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.WEEBEASTIE.COM/HATZCBmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/WWW.ANGELFIRE.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.SKYWAGONSmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]:[email protected]:///reader/full/WWW.ERCOUPE.ORGmailto:[email protected]:///reader/full/WWW.FAIRCHILDCLUB.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.FUNKFLYERShttp:///reader/full/WWW.HARVARDS.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.WEEBEASTIE.COM/HATZCBmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]:[email protected]


28/44

LUSCOMBE

ASSOC

I

ATION

STEVE KROG

1002 HEATHER LANE

HARTFORD, WI

53027

262-966-7627

FAX: 262-966-9627

[email protected]

WWW.LUSCOMBEASSOC.ORG

$30

US/CANADA; $35

INT'L

USD

PUBLICATION : 6/YR

THE LUSCOMBE ENDOWMENT INC

DOUG

COMBS

2487 S. GILBERT RD

UNIT 10 6

, PMB 113

GILBERT, AZ

85295

480-650-0883

FAX

:

484-762-6711

M R.LUSCOM B [email protected]

HTTP://LUSCOMBESILVAIRE.INFO

No

DUES

REQUIRED. DONATIONS.

WIN

ME

RAFFLE SUPPORT

ONLINE

AND

PRINT

MEYERS AIRCRAFT OWNERS Assoc .

DOUG

ESHELMAN

1563 TIMBER

RIDGE DR.

BRENTWOOD, TN 37027

615-400-3382

FAX:

615-371-8231

[email protected]

WWW.MEYERSAIRCRAFTOWNERS.ORG

POSTAGE

FUND

DONATION

NEWSLETTER: 3-4/YR

MONOCOUPE

CLUB

FRANK

&

CAROL KERNER

1218 KINGSTOWNE PLACE

ST. CHARLES,

MO

63304

636-939-3322

MONOCOU [email protected]

WWW

.MONOCOUPE.COM

OPTIONAL, HELP

COVER

WEB

SITE

FEES

PUBLICATION: WEBSITE

ONLY

WESTERN ASSOc. OF MOONEY MITES

( WAMM )

MICHAEL HARMS

P.O. Box 391641

MOUNTAIN VIEW, CA

94039

650-966-8292

M [email protected]

WWW.MOONEYMITE.COM

DUES: NONE

NAVION PILOTS ASSOCIATION

JON HARTMAN

P.O. Box

6656

VENTURA, CA

93006

805-320-3924

JON@NAVIONPILOTS .

ORG

WWW.NAVIONPILOTS.ORG

$25/YR

NEWS VIA

WEB

NAVION

SKIES

RALEIGH MORROW

P.O. Box

2678

LODI , CA 95241

209-482-7754

FAX: 209-367-9390

[email protected]

WWW

.NAVIONSKIES.COM

$29 .

95

NAVION SKIES/AMERICAN NAVIONEER

PARRAKEET

PILOT CLUB

BARRY TAYLOR

Box 127

BLAKESBURG, IA

52536

515-938-2773

FAX:

515-938-2093

ANT/QU EAI

RFI

[email protected]

WWW.ANTIQUEAIRFIELD.COM

$18

FOR 3 ISSUES

THE PARRAKEET PILOT

BRODHEAD PIETENPOL ASSOC .

Doc

MOSHER

P.O. Box 3501

OSHKOSH, WI

54903

[email protected]

WWW

.PIETENPOLS.ORG

$16/YR


INTERNATIONAL PIETENPOL ASSOCIATION

ROBERT L. TAYLOR

P O. Box

127

BLAKESBURG, IA

52536

515-938-2773

ANTIQU EAI RFI ELD@SIRISONLlNE .COM

WWW

.ANTIQUEAIRFIELD .COM

IB FOR

3 ISSUES

CUB CLUB

STEVE KROG

PIPER

APACHE

CLUB

JOHN J . LUMLEY

6778

SKYLINE DRIVE

DELRAY BEACH, FL

33446

561-499-1115

FAX :

561-495-7311

CAPTAI NAPACH [email protected]

WWW.PIPERAPACHECLUB.COM

$36/YR

PIPER AVIATION MUSEUM

FOUNDATION

JOHN R. MERINAR, PRESIDENT

1 PIPER

WAY

LOCK HAVEN,

PA

17745

570-748-8283

FAX

: 570-893-8357

[email protected]

WWW.PIPERMUSEUM.COM

$20/YR

THE CUB REPORTER , QRTRLY

PI PER

FLYER

ASSOC IATION

TREVOR JANZ

WAUPACA MUNICIPAL AIRPORT

THE BLUE HANGAR

P.O. Box

381

WAUPACA, WI

54981

920-867-2800

[email protected]

WWW.PIPERFLYER.ORG

P I PER

OWNER SOCIETY

JENNIFER JENSEN

N7450 AANSTAD RD

lOLA, WI

54945

866-697-4737

FAX: 715-445-4053

[email protected]

[email protected]

WWW.PIPEROWNER .ORG

$49

.95/YR

PUBLICATION: MONTHLY

SHORT

WING PIPER CLUB,

INC

ELEANOR MILLS

P.O.

Box

10822

SPRINGFIELD,

MO 65808-0822

417-883-1457

MEMBERHI [email protected]

WWW.SHORTWING.ORG

$30

/Y R US/CANADA;

$40

INT'L

USD

SHORT WING PIPER NEWS, BI-MONTHLY

mailto:[email protected]:///reader/full/WWW.LUSCOMBEASSOC.ORGmailto:[email protected]://http//LUSCOMBESILVAIRE.INFOmailto:[email protected]:///reader/full/WWW.MEYERSAIRCRAFTOWNERS.ORGmailto:[email protected]:[email protected]:[email protected]:///reader/full/WWW.MOONEYMITE.COMhttp:///reader/full/WWW.NAVIONPILOTS.ORGmailto:[email protected]:///reader/full/WWW.NAVIONSKIES.COMhttp:///reader/full/WWW.NAVIONSKIES.COMhttp:///reader/full/WWW.NAVIONSKIES.COMmailto:[email protected]:///reader/full/WWW.ANTIQUEAIRFIELD.COMmailto:[email protected]:///reader/full/WWW.PIETENPOLS.ORGhttp:///reader/full/WWW.PIETENPOLS.ORGhttp:///reader/full/WWW.PIETENPOLS.ORGhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]:[email protected]:///reader/full/WWW.PIPERMUSEUM.COMmailto:[email protected]:///reader/full/WWW.PIPERFLYER.ORGmailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.PIPEROWNERmailto:[email protected]:[email protected]:///reader/full/WWW.SHORTWING.ORGmailto:[email protected]:///reader/full/WWW.LUSCOMBEASSOC.ORGmailto:[email protected]://http//LUSCOMBESILVAIRE.INFOmailto:[email protected]:///reader/full/WWW.MEYERSAIRCRAFTOWNERS.ORGmailto:[email protected]:///reader/full/WWW.MONOCOUPE.COMmailto:[email protected]:///reader/full/WWW.MOONEYMITE.COMhttp:///reader/full/WWW.NAVIONPILOTS.ORGmailto:[email protected]:///reader/full/WWW.NAVIONSKIES.COMmailto:[email protected]:///reader/full/WWW.ANTIQUEAIRFIELD.COMmailto:[email protected]:///reader/full/WWW.PIETENPOLS.ORGhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]:///reader/full/WWW.PIPERAPACHECLUB.COMmailto:[email protected]:///reader/full/WWW.PIPERMUSEUM.COMmailto:[email protected]:///reader/full/WWW.PIPERFLYER.ORGmailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.PIPEROWNERmailto:[email protected]:///reader/full/WWW.SHORTWING.ORG


29/44

REARWIN CLUB

ROBERT L. TAYLOR

P. O.

Box

127

BLAKESBURG,

IA

52536

515-938-2773

FAX:

515-938-2093

ANTIQU

EAI

R

FI

[email protected]

WWW

.ANTIQUEAIRFIELD.COM

18

FOR 3 ISSUES

REARWIN REGISTER

INTERNATIONAL

RYAN

CLUB

JOE R. HODGES

11298

TWIN SPIRES DR.

FLINT, TX

75762

903-894-8993

[email protected]

WWW

.RYANCLUB .

ORG

15

ELECTRONIC

20

PRINT US ; 25

INT'L


1 26 ASSOCIATION

(SCHWE I

ZER)

BEVERLY BECKWITH

106 W CROSSWIND CT.

TULLAHOMA, TN 37388

931-455-3990

BI

PLAN

[email protected]

126ASSOCIATION.ORG

15/YR (WEBSITE

HAS

ADD'L OPTIONS )

PUBLICATION: BI-MONTHLY

STEARMAN RESTORERS ASSOCIATION

JACK DAVIS

7000

MERRILL AVE., Box 90

CHINO AIRPORT

CHINO, CA 91710

626-792-0638

[email protected]

WWW.STEARMAN.NET

35/YR US

STEARMAN FLYING WIRE, QRTRLY

STINSON HISTORICAL e RESTORATION

SOCIETY

(OR STINSON 108, ANTIQUE AIRPLANE

Assoc. )

ROBERT TAYLOR

P.O.

Box 127

BLAKESBURG , IA

52536

515-938-2773

FAX:

515-938-2093

ANTIQU EAI

RFI

ELD@SIRISONLlNE .COM

WWW.ANTIQUEAIRFIELD.COM

24

FOR 3 ISSUES

SENTINEL OWNER

e

PILOTS Assoc.

(STINSON

L-5)

JAMES H. GRAY

1951 W. COOLB

ROOK

Av E.

PHOEN IX, AZ

85023

602-795-0413

AKDHC2 PI

LOT@YAH

OO .COM

WWW.SENTINELCLUB.ORG

22

ELECTRONIC

30 US/CANADA PRINT

35

INT'L

PRINT

NEWSLETTER: QUARTERLY

SWIFT

MUSEUM

FOUNDATION, INC.

CHARLI E NELSON

P. O. BOX

644

ATHENS, TN 37371-9644

HEADQUARTERS: 423-745-9547

PARTS DEPARTMENT: 423-744-9696

CHARLI E: [email protected]

SECRETARY: SWI [email protected]

WWW.SWIFTMUSEUMFOUNDATION .ORG

35/YR

PUBLICATION: MONTHLY

WEST COAST SWIFT

WING

GERRY

OR

CAROL HAMPTON

3195 BONANZA DR

CA

MERON PARK, CA

95682

530-676-7755 VOICE FAX

AV8RG [email protected]

15/YR

PUBLICATI ON: MONTHLY

TAYLORCRAFT FOUNDATION, INC

FORREST A. BARBER, PRESIDENT

13820

UNION AVE. NE

ALLIANCE, OH 44601

330-823-1168

FA X: 330-823-1166

[email protected]

WWW .TAYLORCRAFT.ORG

15/YR

PUBLICATI ON: QUARTERLY

TAYLORCRAFT

OWNERS CLUB

STEVE KROG

1002

HEATHER LANE

HARTFORD, WI

53027

262-966-7627

FAX

:

262-966-9627

[email protected]

WWW.TAYLORCRAFT.ORG

35/YR

PUBLICAT ION: QRTRLY

TRAVEL AIR

Dlv.

OF

BEECHCRAFT

HERITAGE MUSEU M

P. O. Box

550

TULLAHOMA , TN

37388

931-455-1974

FAX:

931-455-1994

[email protected]

WWW.BEECHCRAFTHERITAGEMUSEUM.ORG

50/YR

US 60

INT'L USD

PUBLICATION : 4-5/YR

TRAVEL AIR RESTORER S Assoc.

(TARA)

JERRY IMPELLEZZERI

4925

WILMA WAY

SAN JOSE, CA

95124

408-356-3407

CLEAR_PRO p2003@ YAHOO.COM

WWW.TRAVELAIR .

ORG

15/YR US ;

20

INT'L

TRAVEL

AIR

LOG, QUARTERLY

AMERICAN

WACO CLUB, INC.

PHIL COULSON

28415 SPRINGBROOK DR .

LAWTON , MI 49065

269-624-6490

RCOULSON516@cs

.COM

WWW.AMERICANWACOCLUB .COM

35

US

; 45 INT ' L

WACO WORLD NEWS, BI-M ONTHLY

NATIONAL

WACO

CLUB

ANDY HEIN S

50 LA BELLE ST.

DAYTON , OH 45403

937-313-5931

[email protected]

WWW

.NATIONALWACOCLUB.COM

20/YR US

25

IN

T'L

WACO PILOT BI - MONTH LY

WESTERN

WACO

ASsoc.

SCOTT WOODS

P.O. B

ox

720

TIBURON , CA 94920

415-419-4510

FAX: 415-435-2518

I [email protected]

F2R EDJACKET@MSN .COM

WWW .WESTERNWACO.COM

10/YR

ELECTRONIC; 20 PRINT

PUBLICATI ON: QUARTERLY

mailto:[email protected]:///reader/full/WWW.ANTIQUEAIRFIELD.COMhttp:///reader/full/WWW.ANTIQUEAIRFIELD.COMhttp:///reader/full/WWW.ANTIQUEAIRFIELD.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.RYANCLUBhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.RYANCLUBhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.RYANCLUBmailto:[email protected]:///reader/full/126ASSOCIATION.ORGhttp:///reader/full/126ASSOCIATION.ORGmailto:[email protected]:///reader/full/WWW.STEARMAN.NETmailto:[email protected]:[email protected]:///reader/full/WWW.ANTIQUEAIRFIELD.COMhttp:///reader/full/WWW.SENTINELCLUB.ORGmailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.SWIFTMUSEUMFOUNDATIONmailto:[email protected]:///reader/full/WWW.TAYLORCRAFT.ORGhttp:///reader/full/WWW.TAYLORCRAFT.ORGhttp:///reader/full/WWW.TAYLORCRAFT.ORGmailto:[email protected]:///reader/full/WWW.TAYLORCRAFT.ORGmailto:[email protected]:[email protected]:///reader/full/WWW.BEECHCRAFTHERITAGEMUSEUM.ORGmailto:[email protected]:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.TRAVELAIRhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.AMERICANWACOCLUBmailto:[email protected]:///reader/full/WWW.NATIONALWACOCLUB.COMhttp:///reader/full/WWW.NATIONALWACOCLUB.COMhttp:///reader/full/WWW.NATIONALWACOCLUB.COMmailto:[email protected]:///reader/full/WWW.WESTERNWACO.COMhttp:///reader/full/WWW.WESTERNWACO.COMhttp:///reader/full/WWW.WESTERNWACO.COMmailto:[email protected]:///reader/full/WWW.ANTIQUEAIRFIELD.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.RYANCLUBmailto:[email protected]:///reader/full/126ASSOCIATION.ORGmailto:[email protected]:///reader/full/WWW.STEARMAN.NETmailto:[email protected]:///reader/full/WWW.ANTIQUEAIRFIELD.COMhttp:///reader/full/WWW.SENTINELCLUB.ORGmailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.SWIFTMUSEUMFOUNDATIONmailto:[email protected]:///reader/full/WWW.TAYLORCRAFT.ORGmailto:[email protected]:///reader/full/WWW.TAYLORCRAFT.ORGmailto:[email protected]:///reader/full/WWW.BEECHCRAFTHERITAGEMUSEUM.ORGmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.TRAVELAIRhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.AMERICANWACOCLUBmailto:[email protected]:///reader/full/WWW.NATIONALWACOCLUB.COMmailto:[email protected]:///reader/full/WWW.WESTERNWACO.COM


30/44

CROSS &

COCKADE

BOB SHELDON, SECRETARY

14329 S. CALHOUN AVE.

BURNHAM, IL 60633

708-862-1014

$15/YR


EASTERN REG.

U.S.

AIR RACING AssoC.

JACK DIANISKA, PRESIDENT

26726 HENRY ROAD

BAY VILLAGE, OH

44140

440-871-3781

FLORIDA ANTIQUE BIPLANE

Assoc

, INC.

LARRY ROBINSON

10906 DENOEU ROAD

BOYNTON BEACH,

FL

33437

561-732-3250

B EYEVI [email protected]

$48/YR

THE FLYING

WIRE,

MONTHLY

FLORIDA CUB FLYERS, INC.

LARRY ROBINSON

10906

DENOEU ROAD

BOYNTON BEACH, FL 33437

561-732-3250

B EYEVI [email protected]

$48/YR

THE CUB COURIER, MONTHLY

INTERNATIONAL DEAF PILOTS AsSoC.

KEVIN WILLIS, DPA TREASURER

4641

MYRA AVENUE

CYPRESS, CA

90630

WWW .DEAFPILOTS .

COM

$35/YR

INT ' L FELLOWSHIP OF FLYING ROTARIANS

907-783-2128

FAX:

907-783-2639

ROYMARSDEN@IFFR.

ORG

WWW.IFFR.ORG

$40/YR

US

INT'L

FLYING FARMERS

P.O.

Box

9124

WICHITA, KS

67277-0124

316-943-4234

FAX: 800-266-5415

FLYI NG FARM [email protected]

WWW.FLYINGFARMERS.ORG

$70/YR

LAKE

AMPHIBIAN

FLYERS CLUB

MARC RODSTEIN

7188 MANDARIN DR.

BOCA RATON, FL 33433

561-483-6566

FAX: 561-892-3128

[email protected]

WWW

.LAKEFLYERS.COM

$59, $69 INT'L

LAKE FLYER NEWSLETTER

NATIONAL AIR RACING GROUP

BETTY SHERMAN

1932 MAHAN AVENUE

RICHLAND, WA 99354

509-946-5690

B

ETTY

.

SH

ERMAN@VERIZON .NET

$15 FOR FIRST MEMBER IN HOUSEHOLD

$3 FOR EACH

ADDITIONAL

PROFESSIONAL AI RRACING,

4-13/YR

NATIONAL ASSOC. OF PRIEST PILOTS

(

NAPP

)

WWW

.PRIESTPILOTS .

ORG

NATIONAL BIPL ANE ASSOCIATION

CHARLES

W.

HARRIS

P.O. Box 470350

TULSA,

OK 74147-0350

918-665-0755

FAX : 918-665-0039

[email protected]

WWW

.NATIONALBIPLANEASSN.ORG

WWW

.BIPLANEEXPO.

COM

$25

INDIVIDUAL;

$40 FAMILY;

ADD $10 INT'L

PUBLICATION:

BI-ANNUAL

NINETY-NINES, INC.,

WOMEN PILOTS ORGANIZATION

LAURA OHRENBERG

4300 AMELIA

EARHART

LN.,ST

A

OKLAHOMA CITY,

OK

73159

405-685-7969

FAX: 405-685-7985

99S@NINETY-NINES .

ORG

WWW.NINETY-NINES.ORG

$65/YR

PUBLICATION: BI-MONTHLY

NORTH AMERICAN TRAINER Assoc .

( T6, T2 8 , NA64, NA50, P51, B25)

KATHY & STONEY STONICH

25801

NE

HINNESS ROAD

BRUSH PRAIRIE, WA 98606

360-256-0066

FAX: 360-896-5398

NATRAI N [email protected]

WWW.NORTHAMERICANTRAINER .

ORG

$50

US/CANADA;

$60 INT'L

USD

NATA SKYLINES, QUARTERLY

SENTIMENTAL JOURNEY

TO

CUB HAVEN, INC.

CARMEN BAN FILL

ANNA

"RUSTY"

WALLACE

P.O . Box

J-3

LOCK HAVEN ,

PA 17745-0496

570-893-4200

FAX: 570-893-4218

[email protected]

WWW.SENTIMENTAUOURNEYFLY-IN .

COM

$12/YR

INDIVIDUAL, $17 FAMILY

PUBLICATION: 2/YR

SILVER WINGS FRATERNITY

P.O . BoX 44208

CINCINNATI , OH 45244

WWW

.SILVERWINGS .

ORG

$25/YR

SLIPSTREAM, BI-MONTHLY

SOCIETY OF AIR RACING HISTORIANS

HERMAN SCHAUB

168 MARION LANE

BEREA, OH

44017

440-234-2301

WWW .AIRRACE.COM

$20/YR

US; $23 INT'L


UN ITED FLYING OCTOGENARIANS

BART BRATKO

19 BAY STATE RD

NATICK, MA 10760

508-651-8287

[email protected]

WWW

.UNITEDFLYING·OCTOGENARIANS.

ORG

$15/YR

UFO NEWSLETTER, BI-MONTHLY

VINTAGE SAILPLANE ASSOCIATION

4673 SAPPHIRE DR.

HOFFMAN ESTATES, IL 60195

WWW

.VINTAGESAILPLANE.ORG

$25/YR

BUNGEE CORD, QUARTERLY

WACO HISTORICAL SOCIETY, INC.

WACO AIRCRAFT MUSEUM

KAREN PURKE, EXEC . DIR .

P. O. Box

62

TROY, OH 45373-0062

937-335-WACO; 1-5 SAT-SUN

KAR EN

PURKE@WOH .

RR

.

COM

WWW

.WACOAIRMUSEUM .

ORG

$20/YR

THE WACO WORD, 4/YR

mailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.DEAFPILOTShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.DEAFPILOTShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.DEAFPILOTShttp:///reader/full/WWW.IFFR.ORGmailto:[email protected]:[email protected]:[email protected]:///reader/full/WWW.FLYINGFARMERS.ORGmailto:[email protected]:///reader/full/WWW.LAKEFLYERS.COMhttp:///reader/full/WWW.LAKEFLYERS.COMhttp:///reader/full/WWW.LAKEFLYERS.COMmailto:[email protected]:[email protected]:[email protected]:///reader/full/WWW.PRIESTPILOTS.ORGhttp:///reader/full/WWW.PRIESTPILOTS.ORGhttp:///reader/full/WWW.PRIESTPILOTS.ORGhttp:///reader/full/WWW.PRIESTPILOTS.ORGhttp:///reader/full/WWW.PRIESTPILOTS.ORGmailto:[email protected]:///reader/full/WWW.NATIONALBIPLANEASSN.ORGhttp:///reader/full/WWW.NATIONALBIPLANEASSN.ORGhttp:///reader/full/WWW.NATIONALBIPLANEASSN.ORGhttp:///reader/full/WWW.BIPLANEEXPO.COMhttp:///reader/full/WWW.BIPLANEEXPO.COMhttp:///reader/full/WWW.BIPLANEEXPO.COMhttp:///reader/full/WWW.BIPLANEEXPO.COMhttp:///reader/full/WWW.BIPLANEEXPO.COMmailto:[email protected]:[email protected]:[email protected]:///reader/full/WWW.NINETY-NINES.ORGmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.NORTHAMERICANTRAINERmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.SENTIMENTAUOURNEYFLY-INhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.SILVERWINGShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.SILVERWINGShttp://lo

Documents

Vintage Airplane - Jan 2009