.JUNE 2000
The Magazine of the EAA VINTAGE AIRCRAFT ASSOCIATION
STRAIGHT AND LEVEL
2
VAA NEWS
4
THIRTY FIVE YEARS AT THE OUTER MARKER! Dutch Redfield
8
MYSTERY PLANE/H. G. Frautschy
10 VARIABLE PITCH PROPS/Jim Reddig 11
VINTAGE GATHERING - SUN 'N FUN 20001 H. G. Frautschy
22 GEE BEE WINGIH.G. Frautschy 24 PASS IT TO BUCKlE.E. "Buck" Hilbert 27 CALENDAR 28 CLASSIFIEDS 29 WELCOME NEW MEMBERS
www.vintageaircraft.org Publisher
TOM POBEREZNY
Editor-ill-Chief
scon SPANGLER
Executive Director, Editor
HENRY G. FRAUTSCHY
Executive Editor
MIKE DIFRISCO
COlltributing Editor
JOHN UNDERWOOD BUDD DAVISSON
Art Director
BETH BLANCK
Photography Staff
JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE
Advertising/ Editorial Assistallt
ISABELLE WISKE
II SEE PAGE 32 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION
LEV by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
In this month's Vintage Airplane, you will find infor mation regarding the Officers and Directors of yo ur association who are running for election . Once elected, they'll serve a two year term. It has been my pleasure to know these individuals personally as we all work to fur ther the goals of the Vintage Aircraft Association. Please take a moment to review their biographies, and take the time to send in your ballot. Speaking of their dedication, the weekend of May 19th was the work weekend at the vintage area on the EAA Air Venture grounds. I had hoped to be able to attend this gathering, but mother nature had other plans. As many of you know, springtime often results is rather stron g weather, and the vigorous fronts that have been moving from west to east have not been kind to th e co untry. When I fly from my home here in No rth Caro lina to Oshkosh, my flight takes me across Charleston, West Vir ginia to just South of Columbus and Dayton, Ohio, just north of Fort Wayne, Indiana, then across Benton Harbor, Michigan. From there it's time to cross Lake Michigan to the Brave Intersection with a turn to head direct to Oshkosh. A no-wind flight plan sh ows the flight is 3 hours, 25 minutes, with a distance of 665 nautical miles. The Baron (a B-55) gives me an honest 190 to 195 knots and on a trip of this distance, my fuel burn is generally 24 gallons per hour. While planning my trip to the VAA work weekend, I kept reviewing the weather. There was a strong front lay ing across the Ohio Valley, just northwest of West Virginia, stretching from the all the way back to Kansas. There was a narrow, somewhat clear area in the front over in Ken tucky, but the weather was predicted to drift sou th over the weekend and there as also convective weather moving in from the Texas area. It sure look ornery, so I hung up the keys and chose to stay home. Nuts! I really didn 't want to cross the mountains whi le they are shrouded by cloud s. We did get h ammered by some strong storms on Saturday night. I felt I made the right de cision not to challenge the weath e r, but I sure missed being in Oshkosh. There were a number of yo ur fellow members, VAA directors, and VAA officers who did show up for this gathering. Take a look at the photos on page 3 for more on the activities.
Directo rs sometimes will go out of their way to get one thing done. Bob Lumley related one such incident to me after th e weekend. Direc tor Gene Morris, who lives in Roanoke, Texas, showed up in his 0-35 Beech with a re placement wind sock to be installed on the roof of the Red Barn. He and H.G. put in a new light bulb in the frame and installed the wind sock. Gene had more commitments back at hi s son's ho use in Illinois, so he got back in his Beech and departed. Thanks, Gene! Thanks to all who participated in the VAA Work Weekend - we'll see you next year! By the way Gene, how's that new engine over haul running? I have been distracted from the instrument panel pro ject on my Luscombe. You know the tal e - we are installing a new front porch on the house, and of course as with anything to do with working on a house, it has turned into a maj or project. The Luscombe flies just great with the old panel any way, so we have bee n having fun just going around to so me good loca l fl y-ins and chapter meetings. I have re ceived a good number of positive comments by members concerning the articles in Vintage Airplane. They feel they are more lion target," with good, needed information. In order to co ntinue to provide you, the member, with this type of information we continue to n eed your input. My thanks to you all regarding the technical articles in partic ular - we're working to ensure we have an even greater amount of technica l material, and welcome your correc tions and comments. There's going to be plenty of things to do in the Vin tage Aircraft Association area during EAA AirVenture. The Type Club t en t, workshops, the VAA picnic on Sunday night will all just be a fraction of the educational and recreational aspects of coming to EAA AirVenture. Not only that, but you get to visit with so many of your avia tion friends. For up-to-date information on this year's Co nvention, point your web browser towards www.air venture.org. There's lots to see! If you haven't had a chance to ask someone to join us, please feel free to invite them to sign up in the Vintage Aircraft Association. Lets all pull in the same direction for the good of aviation. Remember we are better together. Join us and have it all! ...... VINTAGE AIRPLANE
1
VAANEWS EAA
CALENDARS compiled by H.G. Frautschy
VAA ELECTIONS Elsewhere in this issue of Vintage Airplane you'll find the ballot for this year's VAA Elections, which will be ratified during the annual business meeting held during EAA AirVen ture. If you're interested in attending in person, please see the top of the biographies on the ballot for the date and location of the Vintage Aircraft Association meet ing. Immediately following the VAA meeting, the EAA annual meet ing will be convened. Pursuant to EAA bylaws, the an nual business meeting and elections for the Experimental Aircraft Associ ation (EAA) will be held at the Theater in the Woods at 9:30 a.m. CDT on Monday, July 31, 2000 at Wittman Regional Airport, Oshkosh, Wisconsin during EAA AirVenture 2000 to be held July 26 through Au gust 1, 2000.
T H E C OVE R S FRONT COVER . .. With it's LeRhone rotary engine blatting away, Gene DeMarco pilots the Old Rhinebeck Aerodrome's Sopwith Camel replica, while David King lurks behind him as the "Black Baron" in the famous Fokker Triplane. EM photo by Mark Schaible, shot with a Canon EOS1 n equipped with an 80-220 mm lens on 100 ASA Fuji Provia slide film. EM Cessna 210 photo plane flown by Bruce Moore. BACK COVER . .. Just east of Lakeland, Florida is the town of Winter Haven, home to Jack Brown's Seaplane Base. Each year dur ing the annual Sun n' Fun EM Fly-In, a few of the Piper Cubs used at Brown's can be found on Lake Parker, taking part in the pop ular Splash-In. Instructor Brian Meadley taxis in with one of the Cubs. Originally from the United Kingdom, Brian now splits his time between Europe and the United States. EM photo by Mark Schaible. 2 JUNE 2000
EAA's popular World of Flight cal endars, which showcase some of the world's finest aviation photography, are now better than ever with the addition of a second calendar focus ing on the fascinating world of ultralight flight. People who enjoy the world of flight can choose from either of the spectacular 2001 calendars - the renowned World of Flight 2001 or
EAA's Ultralight and Light Plane 2001. Previous EAA calendars have won numerous national awards for de sign and photography. Both 2001 EAA calendars include large color aircraft images sui table for framing, background and techni cal information on the featured aircraft, as well as colorful areas not ing upcoming dates of EAA AirVenture Oshkosh and other ma jor EAA fly-ins. Within the calendars' 12-by-24 inch format are large "day boxes" for writing in ap pointments and other important events, along with a large notes area. The 2001 EAA calendars , the 15th in a series that began in 1987, features work by EAA's world-class aviation photographers and addi tional photos provided by EAA volunteer photographers. Each 2001 EAA calendar is $10.99 (plus shipping and handling). They are
available through EAA by calling 800-843-3612 or through EAA's World Wide Web site (www.eaa.org). EAA Chapters are invited to order bulk quantities of the calendar, specially personalized with the Chapter's name and other information.
WHAT OUR MEMBERS ARE RESTORING One of our most popular columns in Vintage Airplane has been "What Our Members Are Restoring." Mem bers like Carl Carr of Rockford, Ohio send us photos of their recent restorations for publication, and all of us can enjoy seeing the variety of airplanes that continue to come out of individual and professional shops all over the world. If you'd like to see yo ur airplane featured in this column, please send photographs of them to: What Our Members Are Restoring
Vintage Airplane Magazine P.O., Box 3086 Oshkosh, WI 54903-3086 Slides or prints are okay, all we ask is that they be properly exposed and in focus. The quality of prints
-continued on page 25
Carl E. Carr's (EAA 8020, VAA 23418) Ranger-powered Fairchild 24, NC18695 was built in 1939 and was orig inally purchased new by movie stars Buddy Rogers and Mary Pickford. Carl keeps the airplane near his home in Rockford, Ohio.
VAAWork
Weekend
CA VU day, acres and acres of freshly cut grass, and groves of oak trees served as the backdrop of one of the most pleasant Vin tage Work Weekends on record. Volunteers from our Convention Chairmen, VAA officers and the membership at large came to VAA Headquarters in Oshkosh to spruce up the place and build four covered stands to protect our f1ight line personnel from the sun and other weather factors. Beginning the clean up of the Red Barn was part of the process too. Phil Blake, Randy Hytry and Ed DeBolt walked the length and breadth of the site installing perma nent row markers after the VAA parking area was surveyed and staked out. Gene Morris zipped up from Popular Grove, Illinois to install a new wind sock on top of VAA Headquarters. Other weekend volunteers were: John Berndt, Tim and Joanne Fox, Clair Dahl, Bob Lumley, Bob Brauer, Dale Gustafson, Dick Mouldenhauer, Georgia Schneider, Geoff Robison, Wes Schmid, Steve Nesse, Gayle Gruendler and Marlene Griffith. It was a beautiful day and with great folks work ing together, we had plenty of fun to boot. We'II keep you posted when the next weekend will take place. Newcomers are always welcome - don't worry, we'll find something for you to do!
A
Framing up the stands (from left to right) are Bob Lumley, Dick Mouldenhauer, Wes Schmid and Clair Dahl.
Pork chops, Bob Lumley's special beans and plenty of potato salad was served up at dinnertime for VAA work party volunteers and members of EAA Chapter 272 from Duluth, Minnesota who were also volunteering on the AirVenture grounds the same weekend.
John Berndt and Clair Dahl construct and then add the roof trusses to the top on one of the four VAA safety shacks built over the weekend.
VINTAGE AIRPLANE
3
•
•
lIve ears
ott
Outer Marker Training the Clipper Crews
n 1955 it became known in gov ernment circles that the Prime Minister of Thailand was de sirous of making a flight around the world. President Eisenhower quickly came through , graciously offering him the use of his personal airplane, the Columbine, a beautiful plush Lockheed Constellation L 749, and a fully qualified Air Force crew to fly it. The Prime Minister gratefully accepted the offer, pro vided, however, that a Pan American crew operate it. For the flight, Pan American's Page Smith was assigned as captain , Charlie Matthews as first officer, while John
I
Punz was to man the Constella tion's flight engineer's station. The airplane, hangared at Wash ington, was to be picked up and ferried to New York in preparation for the round-the-world departure, and so that the involved airmen's records would be current, I was sent to Washington along with the crew to conduct a fresh flight check for each of the pilots during the return trip to New York. In civilian clothes and carrying typically battered airline flight bags, we hopped Eastern Airlines down to Washington, then took a taxi to An drews Air Force Base, where we
knocked at the gate, announcing to a very unbelieving guard that we were there to pick up President Eisen hower's airplane. For the next many minutes there was an awful lot of telephoning, raised eyebrows, and off-in-the-corner whispering as we gradually worked our way from one office to another, then finally into the hangar itself. On the spotless hangar floor in front of the airplane it took more ex plaining by many people, to those directly charged with the care and protection of this beautiful machine, that they were indeed to release it to us. Finally, with a resigned shrug, the
by Holland "Dutch" Redfield 4 JUNE 2000
hangar doors were pushed back, the airplane towed out onto the ramp, and a boarding ladder rolled into place. After a short walk-around and interior inspection, we started en gines, taxied out, took off and banked northward with the Presi dent's beautiful shiny airplane, while incredulous people shook their heads and watched us disappear over the horizon with their prize possession. On the way home Page and Char lie each did their stalls, slow flight and steep turns, then, approaching Long Island our flight plan was can celled and we swung east to MacArthur Airport for the instru ment approach and landing portions of their flight checks. In short order our work was com pleted and we headed back to base at LaGuardia Field. I was well aware that the rest of the crew would be going on with this beautiful airplane, and that I would n't, and so that I also could rightfully make my own claim to fame, as we flew west over Long Island I stepped aft, and I wish for all record books to show that on May 10, 1955, at 2,500 feet over Hempstead, Long Island, that I too used the head in President Eisenhower's Lockheed. During the Lockheed Constella tion and Boeing Stratocruiser days, it was possible for Pan American line flight engineers to bid on long-term aSSignments to the training section for the operation of training aircraft; thus, Nick Holt, a veteran Pan Ameri can engineer, and I, found ourselves doing much flying together. To help us do our job better we designed and rigged up a portable signaling device by means of which from either pilot's seat, it was possi ble to silently inform Nick at the engineer's station what malfunction was to be next simulated. There was a small clip on the "device's" forward panel along with four signaling but tons, and a clip on another small aft panel with four lights , which at tached to a convenient location at
For the next many minutes there was an awful lot of telephoning, raised eyebrows, and off-in-the corner whispering as we gradually worked our way from one office to another, then finally into the hangar itself. the engineer's station. We could quickly move the unit from one air plane to another. A steady No. I light meant for Nick to "cut the mixture on No.1 engine"; a flashing light meant, "simulate a fire on No.1 en gine"; two steady inboard lights meant, "report a cargo compartment fire"; and two steady outboard lights mean, "turn off flight control boost." We had just completed a three-en gine ILS approach and were climbing northeastward out of LaGuardia Field on three engines when, without warning the flight control boost went off causing flight control pres sures to become very high and three-engine control very difficult. Puzzled, I quickly brought the idling engine back in and looked around for an explanation. Nick hastened to show me two steady outboard flights that were on despite my fingers be ing off the buttons. When we later got on the ground we threw that "training device" into Bowery Bay. It had a short circuit. This was an early lesson for me on the pitfalls of over-sophistication. The next airplane flown for Pan American was the Boeing Stra tocruiser, a double-decked airliner with berths for long night flights and
a plush, mirrored lounge on the lower deck. This wonderful airplane was powered by four Pratt and Whitney 3500 horsepower engines, each of which had 28 cylinders that were arranged in four radial roWs of seven cylinders each. Because of the engines' uncowled appearance, it was nicknamed the "corn cob." These big many-cylindered engines ran very, very smoothly, swinging large four-bladed propellers with very wide paddle-like blades that were made of hollow steel. Unfortu nately, these prop blades gave many problems, some of which caused in dustry accidents. One morning we had just landed from a Stratocruiser training flight and were in the process of clearing the right runway of the two oriented to the northwest at Idlewild, when the tower called our flight and re ported, "Clipper 37V, you are on fire, emergency equipment is on the way!" First Officer training had been in progress and I was occupying the left captain's seat. We were moving slowly and the airplane was quickly brought to a stop. I opened the large cockpit side window and looked out. As the window was opened, there was a powerful roar that sounded like opening the furnace door of an oil burner, and high flames that were the color of a home oil burner flame gushed from the left landing gear wheels , up and around the idling No.2 engine, licking at the wings' leading and trailing edges and the fuel tanks in these wings that con tained hundreds of gallons of high octane aviation gasoline. As I withdrew from the window the flight engineer, who had run aft to check the situation from the main cabin, returned to the cockpit, and it was obvious that that he had seen what I had seen. His eyes were large and round as he said, "Let's get out of this son-of-a-_ _!" It certainly seemed a hopeless situation, but be fore giving up I wished to try something and advanced No.2 VINTAGE AIRPLANE 5
Pan Am's Boeing Stratocruiser was the pinnacle of propeller-driven, luxurious travel in the late 1940s and '50s.
throttle wide open. Behind us, the blast from the large four-bladed pro peller, which cleared the ground by less than a foot, had laid flat the flames from the hydraulic fire on the left landing gear and to my great re lief no longer threatened to ignite the wing, being now laid flat halfway back to the airplane's distant tail. If necessary, we could stay like this un til fuel ran out. I ducked back into the cockpit to inform the crew what was taking place, then stuck my head out again and this time to my amazement there was only a small flickering flame down on the landing gear it self. The airport fire equipment was arriving and as they took over we cut 6 JUNE 2000
the engine and the big prop swished to a stop. A bad hydraulic leak in a brake line under much pressure, along with a malfunctioning dragging brake, had been the cause of the fire. I can claim no originality for use of the propeller blast, having read in a trade magazine a sugges tion that what we had done might be effective. Another Stratocruiser training flight had been in progress and it was a hazy spring morning as we completed our mission and headed homeward toward Idlewild Airport at New York. We were cleared by the control tower to begin our landing
approach and for maneuvering near the airport we flew with a partial flap extension of 2S degrees. On final ap proach my pilot student was having difficulty locating the runway in the bright morning sun and haze, and as a result our runway align ment ended up considerably offset. At about 300 feet I suggested that we abandon the approach, circle the field and try again. As throttles were advanced for go around, flap and gear retraction was requested. At the same time I picked up the radio microphone to inform the tower of our intentions while si multaneously actuating the electric toggle switches that initiated retrac tion of the flap and landing gear.
Something had to be qUickly done and the throttles of the two left engines were taken and edged slowly back until the plane's rolling tendency eased and the ailerons backed out of the buffet area, but now the Boeing began losing altitude.
While transmitting, I noted the air plane rolling very rapidly into a steep right bank. "Where're you going?/I I inquired, and at the same time my student advised with great anxiety that he "was unable to hold it!/I Now the two of us were on the airplane's controls and despite full opposite aileron and rudder, the bank, which was now in excess of 40 degrees, con tinued to slowly increase. The ailerons, which were stalled out, buf feted heavily, while the rudder pressures, despite the two of us push ing will all our strength, were very high. Nick Holt, sensing trouble, fur ther advanced power on all four engines. Something had to be quickly done and the throttles of the two left en gines were taken and edged slowly
back until the plane's rolling ten dency eased and the ailerons backed out of the buffet area, but now the Boeing began losing altitude. If power was re-advanced to prevent loss of our very low altitude, a slowly steepening bank again would result despite full opposite control. At lower and lower altitudes we went around and around the control tower for at least three times. Because of the very high powers in use, the cylin der head temperatures of the two laboring right engines were rising rapidly and fast becoming an addi tional critical factor. Also, the microphone had dropped from my lap and I was unable to release the controls long enough to respond to the tower operator's very concerned transmissions. The only aerodynamic configura tion change that we had made during the start of our landing go around was retraction of the 25 degrees of wing flap. A shout was made to Meridith Warren, another instructor aboard the flight, to run aft and check left and right wing flap positions before any further configuration changes were made. In a few seconds he was back, re porting that the left wing flap was extended, with the right one fully retracted into the wing. With some hope now of resuming control, the flap switch was actuated, causing the retracted right flap to slowly move out to a position even with the disabled left one, and in only a few seconds time, we had a normal flying airplane again. What had been a, "Holy oh Christ, here we go!/I situation one minute, was a completely controllable and near
normal one the next. But, there were some "wh ews and mopping of brows as we backed off, informed the tower what had been our predica ment, and then prepared for a partial flap landing. We had been very fortunate that prior to starting our landing go around we only had partial, instead of full, flap extended. Had more flap been in use, the resultant rolling tendency would have been uncon trollable. We learned later that the very same day an identical C-97 Air Force airplane had crashed during a somewhat similar training operation, following a touch-and-go landing when flaps were retracted from a fully extended position, causing the airplane to roll inverted as it lifted off the runway with one flap full down. They never had a chance. A rotating torque tube in the flap drive system had broken in each case due to a torque drive support bearing failure. Also, on early air planes the flap operating toggle switch was designed, following ac tuation, to stay in the selected position of UP or DOWN. A subse quent modification changed the switch to a momentary one, which would spring return to the OFF posi tion if released for any reason. In our situation this would have been very helpful, because at the time I released the switch and got on the controls to assist the other pilot, flap movement would have ceased rather than slowly becoming more and more split. I had never done so before, nor have I since, but Nick and I stopped for a good stiff drink on the way home. ~ /l
VINTAGE AIRPLANE
7
Our Mystery Plane this month comes from the files of aviation his torian and author Pete Bowers, (EAA 317). We'll give you a hint-the pic ture was taken in Arrigo Balboni's famous aircraft junkyard in 1941. Send your answers to: EAA, Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. Your answers need to be in no later than July 25, 2000 for in clusion in the September issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to vin tage@eaa.org Be sure to include both your name and address in the body of your note, and put "(Month) Mystery Plane" in the subject line.
The March Mystery Plane stumped the lot of you. It was the Sumerville biplane, built in 1912 in Coal City, Illinois. Mr. Sumerville was a local businessman with interests in a local wire rope manufacturing concern and the electrical power generating station . He served Coal City as its mayor, and kept active as an inventor well into the 1940s. In 1904 he be came the owner of the first automobile in Coal City. In 1911 and 1912, Somerville cor responded with the British journals Aero and Flight Journal sharing his ideas concerning the merits of up turned wingtips, which he viewed as being a noteworthy idea to enhance lateral stability. "I am pleased to state that the ma chine showed such wonderful stability in th e air that 'the knockers have all quit. ' Now th e upturned wing tip has 8 JUNE
2000
Korn, explained after he landed that he was astonished at the flying qualities of the machine. The machine, on being banked, would insist on always coming back to a level keel. There is no question but that inherent stability is possible without sacrificing efficiency. liThe wings spread total 47 ft. There are five 7-foot sections, the curved wing end making up the balance. The spacing between planes is 5-1/6'. liThe control system is of the Farman type. A Hall-Scott 80 h.p. and another by H.C. Frautschy 50 h.p. engine designed by Somerville himselfare being used. " The control system description is found friends. The aviator said that interesting: liThe ailerons offer a resistance on the when he banked the machine she would insist on coming back to an even keel, high side as well as opening the surface; and he demonstrated th e wonderful nothing is done to the low side in correct stability of the machine by banking ing lateral balance. Both the systems A and letting her come back herself. I and B have been tested. The B system is have spent my private fortune and more efficient but slower in righting ef three years of my tim e in developing fect. 'With properly designed plane in my ideas. Now I expect to get financial combination with upturned wing tips. aid to continue in the game." Ailerons are not necessary as the ma - W.E. Somerville, in correspon chine will automatically maintain lateral dence with liThe Aero," August, stability,' says the inventor, 'but we 1912. found that some mechanical system He tried the idea on a few biplanes must be used when getting up, or landing and a monoplane, all of his own de especially in a side wind, as the upturned sign. Earl Daugherty and E. Korn flew wings act too slow. After the machine is the airplane, as well as Somerville in the air it will take care of itself later himself. ally, with an occasional touch from the As described in Aeronautics, Sep rudder on the high side. "' tember 1912: liThe stab ility of the One of our regular contributors to machine in the air was something of a Mystery Plane is away at college, but revolution to my aeronautical friends he wrote in to acknowledge the pass who saw the test. The aviator, Edward ing of two great folks who have kept
aviation history alive: What a true loss it is to the aviation
community with the passing of both Joseph Juptner and Lennart Johnsson. Both played great roles in keeping our aviation heritage alive. Mr. !uptner's A.T.e. volumes are the bible ofany true antiquer. I used to sit in my room at night reading his books instead of doing my homework. I was just fascinated how much work he put in with each airplane. The stories he told and his delightful style of writing made me feel like I was right there in the era as a spectator. I know less about Mr. Johnsson, but his work on www.aerofiles.comis the best that I have seen on the web. Aero足 files.com, like Juptner's work with the A. T.e. volumes, has paved a path for future generations to learn about our antique heritage on the web. Sincerely,
Nick Hurm
Spring Valley, Ohio
1912 Somerville Auto足 Stable Biplane.
....
-. One of the pilots of the biplane, Mr. Earl S. Daugherty.
William E. Somerville and his biplane, powered by an 80 hp Hall-Scott. It first flew on August 4, 1912.
Somerville in the Coal City electrical power generating station.
Mr. Somerville enjoyed machinery of all types, and was the owner of the first automobile in Coal City, Illinois. VINTAGE AIRPLANE 9
Variable Pitch Pro s
By Jim Reddig, as told to Hugh Jones, EAA Chapter 44 Editor's Note:
llA Chapter 44 in Rochester, New York had the good fortune to have Jim Reddig as one of its members. A veteran of the early days ofaviation, his engineering expertise made him one of the Golden Age of Aviation's best known designers. A shining example of his work is the classic Fleetwings Seabird amphibian. Jim was an active member ofChapter 44, and Hugh Jones and fel low members recognized what a treasure they had in their midst. They did their best to capture as many ofJim's stories as possible, and published them in the Chapter 44 newsletter. From time to time, we'll share them with you. Jim passed away in 1994.
E
In the mid-30s the navy was sup porting development of three types of variable-pitch propeller: the Hamilton-Standard hydraulic-con trolled system, the Curtiss Electric propeller, and the SMITH propeller that was operated entirely mechani cally. The pilot had a manually operated control in the cockpit by which, through mechanism, he could vary the pitch of his propeller blades. Early Grumman biplane fighters join ing the fleet were equipped with SMITH propellers. Remember those pregnant looking fat-bellied airplanes with retractable landing gear? And one of these, taking off from an aircraft carrier out of San Diego suffered loss of power on launch and went down into the sea directly ahead of the oncoming carrier. They had the good fortune to be able to get a line to the floating aircraft; legend leaves some doubt that the pilot even got his feet wet. The air plane was promptly hosed down with fresh water and, brought ashore, was soon packaged onto a railroad car and shipped to the Naval Aircraft Factory at the 10 JUNE 2000
Philadelphia Navy Yard for clean ing, repair and refurbishment, inspection, flight test and return to the fleet. This included complete teardown examination of the SMITH propeller and re-assembly with the blades carefully reset to their proper pitch. The reassembled airplane was test-flown at Mustin Field, inspected and signed off for return to San Diego. While the as signed navy ferry pilot had never flown one of the exciting, new Grumman fighters, no one seemed to have felt concern in the matter. Wa-a-ay off schedule, he stag gered into the Great Lakes Naval Air Training station in Chicago and plunked the thing down. Everybody was saying, "Where the hell have you been,/I etc. And he says, "Guys, this is the first Grumman I've ever flown, and if this is the 'GREAT Grumman' I've been hearing so much about-it stinks./I "Well, now, Ensign, what's the trouble?" ''It won't take off, it won't climb, it's got no ceiling, it runs hot and it vibrates like hell./I Well, obviously, you don't know how to fly a Grumman, 'cause that's a great airplane. You stand down and get the Lieutenant here to take it onto the West Coast." So again, way behind schedule, this Lieutenant makes it on into San Diego, but he has the look of being wrung out when he checks in. And he says, "Guys, that airplane is all wrong. I have had it checked at five airfields on the way out here. TW A mechanics were good enough to come over and they went over it. And I've been in and out of it and there's something definitely wrong. It stinks! I had to land on the road and taxi across the Rocky Mountains!
It didn't have enough ceiling to get over!/I They turned to some old aviation chief there and said, "Go look at the guy's airplane./I He's back in 10 minutes, lit up like a lamp and he says, "Excuse me lieu tenant, you said you checked that airplane?" "Oh boy, have we checked it!" "You say TWA checked it, and American checked it, etc. ...?" "Yeah./I "If I'm not asking too much lieu tenant," he says, "will you come out and look at the airplane with me?" They go out and the chief says, "Just look at it." "Yeah, well ...?/I He couldn't' see anything wrong. "Lieutenant, will you please step over and pull the engine through?" The minute he put his hands on the propeller, he lit up! He knew! His hands were curled over the rounded leading edge of the propeller! The SMITH was perhaps the only propeller in history where you could get the blades in backwards! The pitch of the blades had been set accurately at Philadelphia, on the big steel surface plates with big protractors and everything, but they were 180 degrees around! And this thing had flown across the continent with the sharp trailing edge plowing ahead and the rounded part on the back. Of course, in the Navy, every inci dent gets written down on a piece of paper. The form was known as a Trouble Report. Roy (Grumman) had t his thing, this Trouble Report say ing, "Propeller blades in backwards" framed and displayed for many years. His wonderful new airplane had just crossed the country with the pro peller blades on backwards! .....
LAKELAND-FLORIDA
(Previous Page) There's always a big Swift contingent at Sun 'n Fun, and the 2000 edition of this year's fly-in was no exception. From the stock edition to the bubble-canopied modifieds, the Swift Club and their members were there to show off their favorite airplanes. Steve Larmore and his wife Virginia Reidy of Islesboro, Maine pulls in close with his 125 hp 1946 Globe GC-1 B Swift.
Row upon row of beautiful airplanes. H.G. Frautschy
Howard DGA-15s are always a beautiful sight during a fly-in. This one is registered to John Brausch of Medina, Ohio.
12 JUNE 2000
Gotcha! Gene DeMarco in the Sopwith Camel "shoots down" David King in the Fokker Triplane in the skies over Lakeland. Gene, David and the rest of the gang from the Old Rhinebeck Aerodrome flew before each daily airshow.
H.G. Frautschy
From left to right, Dr. Paul Sensor, friend Bill Ege and Paul's brother Donn flew Paul's Stinson 8E Reliant from Iowa. It was selected the Reserve Grand Champion Antique.
Can you find your airplane in this overhead shot of the Vintage parking area?
Stearmans always get plenty of atten足 tion, and this one sure does. Freddy Vyfvinkel of New Smyrna Beach, Florida rebuilt and flies this award-win足 ning example of the Boeing Stearman B75N1.
H.G. Frautschy
Paul Bartman of Ocala, Florida brought this very nice 1956 Cessna 182. Former owner Bob Carpenter says it looks as good as it did when it was repainted about ten years ago.
This year's Sun 'n Fun Antique Grand Champion was a Howard, Ed and Barbara Moore's DGA-15P.
Mark Schaible
H.G.Frautschy
Steven Smith (left) and his brother Bill restored th is Sti nson 108-1 (above). Years ago, it used to belong to the family. Now it's back home. It was chosen to be the Best Custom Classic award winner. Bill and Steve hail from Long Beach, California. VINTAGE AIRPLANE
15
Max and Rene Davis own the only flying Stinson SR-6A, just restored by Howard and Joyce Kron of Clara City, Minnesota. It was chosen to receive the Antique Best Cabin trophy.
H.G. Frautschy
Galen Hutchison of Harrison, Arkansas brought his Kinner K-S powered Brunner-Winkle Bird BK. It was first restored by the late Glen Short of Neillsville, Wisconsin. 16 JUNE 2000
You don't see too many Champion 402 Lancers on the flight line (there weren't that many made) so each one is an oddity. This one belongs to Virgil Rothrock, Jr., Streator, Illinois.
Nicholas Pierce flies this nice Lycoming-powered Monocoupe 90A, serial number 749. He's from Wilmington, North Carolina. H.G. Frautschy H.G. Frautschy
Th is custom ized Luscombe was presented with the Outstanding Classic Aircraft trophy. It's owned and flown by Mark and Yvonne May of Chapmansboro, Tennessee. VINTAGE AIRPLANE
17
H.G. Frautschy
Sometimes the simplest of color schemes can be the most effective. John Patterson's Stinson 10A is living proof that simple can be beautiful. H.G. Frautschy
Pipers were cer足 tainly prolific at Sun n' Fun, with a few shiny new restorations to drool over. Joe L. Christian of Naylor, Georgia won the Best Custom Antique for his Piper J-3 Cub.
H.G. Frautschy
Piper Pacers are one of the darlings of the short-wing world, and this prime example flown to Sun n' Fun by Geoff Newcombe of Vero Beach, FL is very well maintained . It won one of the Outstanding In Type-Contemporary awards at Sun n' Fun.
Bill Tyler's 1958 Cessna 172 has been convert足 ed to a handsome taildragger.
EAA photographer Mark Schaible really captured the beauty of the 1935 Waco YOC owned and flown by Bob Jaeger of Allentown, Pennsylvania. It was picked to receive the Antique足 Contemporary Age award. VINTAGE AIRPLANE
19
The International Sport Aviation Museum (ISAM) locat足 ed on the Sun n' Fun grounds are a great place to stop for a few hours. The museum has many artifacts on dis足 play from their recent acquisition of aviation items from the Howard Hughes estate. The Hughes XF-11 wind-tun足 nel model in the foreground, just in front of the Anderson Kingfisher, is part of that collection.
Remember one of the brightest antique airplane color schemes, that of the Cessna Airmaster? Those are the same shades on Jim Herpst's Taylorcraft. We'll bet you can really see this one in the pattern!
Another very nice restoration was the clipped-wing J-3 Cub owned by David Brown of Rock Hill, South Carolina. His custom cockpit was tastefully done with standard Cub instrumentation.
20 JUNE 2000
The Piper Comanche is fast becoming one of the favorites of the Contemporary category. This one came to us from Texas, flown by Larry Cheatwood of Fort Worth.
/\I R\/ENTURE MUSEUM -~-
EAA AirVenture
Museum Discoveries
GEE BEE WING
E
AA ISN 'T JUST A PLACE TO VISIT ONCE A YEAR. THE OTHER 51 WEEKS OUTSIDE OF AIRVENTURE ARE ALSO A GREAT TIME TO VISIT THE AIRVEN
TURE MUSEUM. THERE'S PLENTY TO SEE, AND ON A REGULAR BASIS WE'LL
HIGHLIGHT SOME OF THE ARTIFACTS AND DISPLAYS VINTAGE AI RPLANE ENTHUSIASTS WOULD FIND INTERESTING.
First on our tour is one of the few remaining genuine artifacts from a Gee Bee aircraft. Pictured on these pages is the right wing from the Gee Bee Model E Sportster first registered as NC-72V. Later it became NX-72V when the CAA made a regulatory change that moved the airplane to the experimen tal category . • This particular Gee Bee was built to order for Mr. Bill Sloan of Rochester, New York, who had briefly owned and flown the previous Gee Bee E built, NC-46V. As written in Henry Haffke's " Gee Bee-Th e Real Story of th e Granville Brothers and Their Marvelous Airplanes": "He had added SO hours to its [NC-46V] log when Zantford Granville contacted him and asked if he would return the aircraft to the Granville Company. Granny needed a plane to enter in the upcom ing Ford Air Tour and didn't have time to build one. He promised Sloan that he would build him a new Sportster if he would return NC46V. Bill Sloan later admitted the prospect of having an airplane built especially for him was most attractive, and was an offer he couldn't refuse, so he returned the
By H.G. Frautschy
22 JUNE 2000
Gee Bee to Granny." When the new plane was delivered in August, it would prove to be the last Model E built out of four constructed: NC856Y, SIN 4; NCII044, SIN 6; NC46V, SIN 7; and NC72V, SIN 8. (According to research done by Henry Haf fke, the phantom Gee Bee E referred to as NCll041 never existed-it was in fact a poorly photographed NCI1044.) Sloan eventually logged 990 hours in his yellow and blue Model E, (with a grand total of 1,040 hours in NC46V and NC72V) flying Another view of the airplane prior to its tenure with Bill Sweet's National Airshow. aerobatics and racing the air plane. As the noose tightened around the nation's economy during ing his landing. The collision killed the field that had plenty of room, the Great Depression, cash was tight the husband and wife in the truck, and leave him no other choice but to even for a wealthy sportsman pilot but the life of Don and the couple's land in a much shorter field. He ran like Bill Sloan, who sold NC72V to baby were spared. The Gee Bee was into a fence, once again wrecking Jack Wyman of Philadelphia. later taken back to Springfield, where the Gee Bee. Thankfully, Walters Wyman sold it to famous air show it was rebuilt. Interestingly, the CAA wasn't hurt, but the Gee Bee was to pilot Johnny Crowell, who cam tag now inside the wing states it was taled. paigned the airplane from 1934 until built 1-10-34. In 1973, Bill Sweet advised EAA 1936. At that time, it was the last Walters was flying again on the Founder Paul Poberezny that a friend airs how circuit when the engine quit of his, Tallie Holland (EAA 9300) of known flying Gee Bee. Crowell traded the Model E to Bill on him while he was practicing aero Columbus, OH, had the wing of Sweet and Don Walters, of Bill batics near Indianapolis, Indiana. NC72V in his possession. He was in Sweet's National Airshow. Walters After setting up an approach to a terested in donating it to the EAA flew the Gee Bee in the shows until field, he worked to restart the en museum, and as soon as arrange one day at an airshow in Texas, a gine. It came back to life for about a ments could be made, the wing was truck pulled out onto the field dur- minute, just long enough to clear transported to Hales Corners, Wis consin, the original home of the EAA Museum. Don Walters (left) and Bill Sweet at the Port Columbus, Ohio airport in 1938 with NC72V. The final color scheme of the airplane was white and red with a medium blue pinstripe. It now rests in the center of the EAA AirVenture Museum's Air Rac ing Gallery, just to the west of Steve Wittman's Bonzo and tucked under the left wing of the full size Laird Su per Solution replica. Still covered in the fabric used after the second re build, the airplane ' s final color scheme of white, red and a thin 1/4" medium blue pinstripe is still visible. The Gee Bee Model E wing on dis play at the EAA AirVenture Museum ...... in Oshkosh, Wisconsin. For Museum hours and admission information, please call 920/426-4818 or point your web browser to www.eaa.org. VINTAGE AIRPLANE
23
PASS IT TO BU CK
by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180
LAHSO and other Hot Buttons The recent hullabaloo about the Landing and Hold Short procedure has been complicated enough, but now comes word that there is an FAA Bulletin dated 03-30-99 that specifically prohibits accepting this type of clearance for part 91, (that's most of us!) without training and compliance with the intent of this bulletin. For those of you with the capabil ity to access Bulletin FSGA 99-02 titled General Aviation 14 CFR Parts 91 and 125 Land and Hold Short Op erations (LAHSO) under part 2, there are all kinds of methodologies (FAA word) and computations and sources of information to accomplish this training. It sure gets complicated, but when it's all condensed and di gested it amounts to the authors trying to impart common sense to the situation. The factors to consider before accepting the clearance are basically the runway length avail able, and if the airport (and runway) is approved for the operation? Are there guidance cues like runway dis tance markers, lighting, signs, etc.? Did you compute the reqUired land ing distance? Have you checked one of the most important factors; the re jected landing procedure and capability of the aircraft? It is my opinion, the best course of action is to refuse any request to LAHSO by the tower controllers. You haven't the time, or the resources in the cockpit, in most cases, when turning final and receiving a clear ance to Land and Hold Short to 24 JUNE 2000
immediately assess the situation and comply with all the demands out lined in this bulletin and be legal. Specific airport information needs to be available. The Training criteria is generic and doesn't cover every airport, so beware of the pitfall of ac cepting the LAHSO Clearance. This is another case of the FAA regulations where one section undoes what an other section proclaims as the rule. Every flight, every day, is hazardous to your certificate. Somewhere, buried in the mass of regulations, there is a rule that can hang you. GPS Navigation. Another pitfall? I recently read of a typical Dilbert operation. It was about an examiner conducting a flight test. He asked the test-taker to plan a cross country. The guy said something like, "No Problem, what are the coordinates of the destina tion?" He then put them into his GPS and away they went. About fif teen or twenty minutes into the flight the examiner reached over and turned off the GPS. You know the rest of the story he was not only lost, he busted the Check! "Storal of the morey?" Use GPS as a back-up and be aware of where you are and the progress of the flight at all times. Have that Flight plan in hand and do it right! (Having your finger on the sec tional pointing to your current position is a pretty good crosscheck too! -HGF)
Runway Incursion Another "HOT" topiC these days are the runway incursions that seem to be rather vexing to our Fuzz. Un derstandable, because they do cause some hairs to stand on end, and rightfully so. This is not just an air line airport problem - it involves all of us and dates right back to Com mon Pilot Responsibility. On your personal "Before Flying Checklist," you should have a reminder to ac cept the "Responsibility of Command." The instant you take control of that aircraft, or any vehi cle for that matter, whether a bicycle, scooter, ATV, boat or whatever, YOU and YOU ALONE are responsible for its operation. It becomes a lethal weapon and can do damage if misdi rected and allowed to run loose. Before you even contemplate op erating any vehicle you should have a plan in mind. When you tighten that seat belt and before you start the engine, safe and responsible opera tion should be on your mind. Be ahead of your airplane - way ahead! Plan your taxi route with your head on a swivel. Don't rely on a tower controller to taxi for you. "Progres sive taxi clearance, please," are the words if you are unfamiliar with the airport layout. Don't ever ask the controller for "Instructions." He is NOT an in structor. He can issue a clearance to taxi, etc., but if he starts "instruct
-News from page 2 ing" you, ask for his Instructor Cer tificate number. You are in control of the aircraft, he is in the tower cab. He is an advisor with the re sponsibility of providing traffic separation. If he issues a clearance that is confusing or in error, put a stop to the situation right then and there. Don't do another thing until you both have a clear understand ing of the situation. The responsibility of command is still yours and yours alone. Mistakes will happen. We are all human and we all blow it once in a while, but with two sets of eyes and a little caution (read "wariness") the risk can be minimized. At dirt fields and uncontrolled fields, use your head, stay alert and stay alive. The responsibility is now entirely yours and the second set of eyes is lacking, so it's even more pressing that you maintain the greatest vigilance. Watch out for the other guy and the unexpected. And while we are on the subject of being mentally prepared - do you review your options before you open that throttle? Have you a firm plan in mind if that engine quit on takeoff? We recently had the pilot of a Christen Eagle at a small Restricted Landing Area near here try to make it back to the field when his engine shelled out on takeoff. He is still try ing to figure out "what happened" from his hospital bed, and the Eagle is a total loss. He ran out of all his options at the same time. The Eagle stalled, then cartwheeled into a plowed field, a hundred feet short and forty-five degrees to the run way. He just wasn't prepared mentally for the situation. If he had just reviewed his options and prede termined his actions prior to opening the throttle, maybe the re sults wouldn't have been so drastic. Oh yes, yn the GPS item - Cy Galley says, "No problem, he just whipped out his portable GPS and went right back at it!" Over to you, f(
~t(ck. ~
from home computers varies widely, so at this time we'd prefer to work from regular photos. Please don't write directly on the back of the pho tos (the ink often winds up on the photo next to it in the envelope!). Just jot down some of the particulars about the airplane on a sheet of pa per or small note and tape it to the back of the photo. We look forward to seeing what you've been working on!
METAL SHAPING AT AIRVENTURE '2000
demonstrations in next month's Vin tage Airplane. If you have any questions about our metal shaping activities planned for AirVenture '99, you can call VAA Director Steve Nesse during the evening between 9:00-10:30 p.m., CDT,507/373-1674.
DEHAVILLAND DINNER AT OSHKOSH If you're a devotee of the deHav illand Moth and its brethren, mark your calendars. Friday July 28, 2000 join them for a deHavilland Moth Club Dinner at 7:00 p.m., The event will be held at The Belle vue, located in the Pioneer Resort and Marina, 1000 Pioneer Drive, Oshkosh, overlooking Lake Win nebago. All worldwide deHavilland and Moth fanciers are welcome. Their private room will feature a cash bar along with a special seafood menu, a Friday night tradition in Wisconsin. Don't forget Friday's Moth Forum during AirVenture. Send your RSVP by July 15 to: Steve Betzler, email: stevebtz@ cedar.net or FAX: 262-538-0715.
EAA and the Vintage Aircraft As sociation will again present our metal shaping forum. Just as in 1999, it will be in the workshop tent next to the VAA Headquarters, just east of the Theater in the Woods. The same group of highly skilled craftsmen has been invited to return. Again, you will see the compound curve in sheet metal being formed using nu merous methods. From the hollowed out tree stump and Mar vin Wahl's Box Elder mallet to the Pullmax machine, we will be shap CROSSW IND CORRECTION ing metal. English wheels, kick In last month's issue, the artwork stretchers and shrinkers, hammers, showing control stick placement dollies, slappers, spoons, forming while taxiing with a quartering tail heads, and shot bags will be demon wind was incorrect. Here's how it strated too. Ever heard of a should look: ..... "snarling tool?" We will have some. Remember this is hands-on - r-CONTRO - - - - L-PLACEM - - - -ENT - - -OURIN - - - -GT - -AXnNG - - - --' don't just stand there and watch, ~ ~ try it yourself. Our invited craftsmen will pre ~ sent a variety of projects from continuous video presentations to the construction of various air i craft related components, along Quartering Right Quartering Left with the methods of creating Tailwind Tailwind quick (minutes, not days) syn thetic gypsum molds, along with Quartering Right Quartering Left Headwind Headwind methods on production tooling ~ ~ in epoxy tooling foam, all meth ods, materials and techniques used in the prototype and one off production of glass, epoxy FRP, aluminum and steel tooling. We'll have a listing of the various presentations and hands-on reviSed 6100
?
[I
i-J
[ill]
mm ~-l-
VINTAGE AIRPLANE
25
PROPEL YOUR PROSE
ONTO THE PAGES OF
VINTAGE AIRPLANE
• Want to be famous? • Want to see your plane or pearls of wisdom in print?
Fly high with a
quality Classic interior
Complete interior assemblies for do-it-yourself instal/ation .
WRITE AN ARTICLE FOR VINTAGE AIRPLANE!
Custom quality at economical prices_
We're always looking for technical articles and photos ofyour latest restoration. We can't offer you money, but we can make you a hero among your fellow Vintage Aircraft enthusiasts.
• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line.
Send your submissions to : Editor, Vintage Airplane,
Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.
P.O. Box 3086, Oshkosh, WI 54904 For pointers on format and content , feel free to call 920/426-4825, or E-mail at: vintage@eaa.org
Qirt~RODUCTS, INC.
259 Lower Morrisville Rd ., Dept. VA Fallsington, PA 19054 (215) 295-4115 www.airtexinteriors.com
Discounted
Pilot
5u~~lies
• NAME BRAND PRODUCTS • DISCOUNTED PRICES EVERYDAY •
~
~ ~
SECURE ONLINE ORDERING
• MOST ITEMS AVAILABLE FOR IMMEDIATE DELIVERY
• 1 00% SATISFACTION GUARANTEE
pilotportal.com
THE PILOT'S SUPERSTORE
Jeppesen
Flightcom
ASA
David Clark
Cencal -
Pilot Avionics
experimentals. 7 a.m.-I p.m. Info: Info: 815/385 5645. JUNE 24 - GRANSONVlLLE, MD - 4th annual Tal isman Field picnic and Fly-in. Grill items and drinks provided - bring a salad, covered dish or dessert. Bring the spouses and children. Info: con ta ct Art Klldner, 410-827-7154 or talisman@!riend.ly.net J UNE 24-25-LONGMON T, COLORADO-EAA Rocky Mountain Regional Fly-In " ,fo: 303/442 5002 or ww w.greeleynet.colII/eaaregional lindex. MIII
Fly- In Calendar The following list ofcoming events is fur nished to our readers as a matter of information only and does not constitute ap proval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the informa tion to EAA, Au: Vintage Airplane, P. o. Box 3086, Oshkosh, WI 54903-3086. Informa tion should be received four months prior to the event date. EAA Regional Fly-Ins shown in bold.
JUNE 10-11 - S UGAR GRO VE, LL - Aurora Mu nicipal Airport. EAA Chapter 579 co-hosts 16th annual Fly-In and Open House. Breakfast and Lunch on field, pilots with a full airplane eat free breakfast. Info: Alan Shackleton, 630/466.4579. JUNE 10-1 I -PETERSBURG, VA - Petersbllrg-Din widdie Airport. Virgil,ia State EAA Fly-ll,. 11,fo: www. vaeaa.org JUNE 10-11 -ALLIANCE, OH -Alliance-Barbel' Airport (2D1). Military Vehicle Show and Fly-in. Food all day. Info: Forrest Barber 330/823-1168 or WWlv.taylorcrafi.org JUNE 15 - 18 - S T. LOUIS, MO -American Waco Club Fly-In, Creve Coeur Airport. Contacts: Phil Coulson, 616/624-6490 or Jerry Brown, 317/535 8882. JUNE 15-18-MIDDLETO WN, OH - HookField, 10th National Aeronca Convention. Fri. steakjiy, Sat. Banquet, camping, Aeroncafactory tours (most likely the last tours ever!) Info: Jim Thomp son, PO Box 102, Roberts, lL 60962-0102. 217/395.2522 (evenings) JUNE 17-COOPERSTO WN, NY-(K23) Old Airplane Fly-In and Breakfast. 7: 30 a.m.-Noon. Info : 607/547-2526. JUNE 17-KOKOMO, IN-Kokomo Municipal Airport (OKK). EAA /AFA Fly-In/Drive-In all you can eat breakfast. 7-11 a.m., also FAA Wings Safety pro gram. J UNE 17-COOPERSTOWN, NY Cooperstown/Westville Airport (K-23). Old Air plane Fly-In and breakfast, EAA Chapter 1070. 7:30-Noon Info: 607/547-2526. J UNE 18 - SOMERSE T, PA - County Airport (2G9) Somerset Aero Club 58th annual Fly-In breakfast. 8 a.m. - Noon, Chicken BBQ Noon-2 p.m. JUNE 24 - PROSSER, WA - WAA Chapter 391 Fly-In breakfast. 509/735-1664. JUNE 24-25 - WA L WORTH, WI - Bigfoot Field (7V3). Pancake breakfast/brunch. Rides and dis plays of vintage aircraft. warbirds and
JUNE 25 - NILES, MI - Jeny Tyler Memorial Air port. EAA Chapter 865 Pan cake Breakfast. 7 a.m.-1 p.m. Info: Ralph Ballard, 616/684-0972 or Jim Van Hulle. 219/271-8533. JULY 4-MT. MORRIS, IL-(C55) Ogle County Pilot's Assoc. and EAA Chapter 682 Fly-In breakfast. 7-11 a.m . Info: Glen Orr 815/732-7268 or airport at 815/734-6136. JULY 5-9 - ARLINGTON, WA - No rthwest EAA Fly-ln. " r!o: 360/435-5857or www./IIveaa.org JULY 7-8 LOMPOC, CA - Lompoc Ailport. 16th An nual West Coast Piper Cub Fly-In. Info: Bruce Fall,805/733-1914. JULY 7-9 - ALLIANCE, OH - Alliance-Barber Ai/port (2DI). 28th Annual Taylorcraft Own ers Club Fly-In and Old Timer 's Rermion. Displays,fo ntms, workshops, Sat. evening program. Brea~fast Sat. and SlIn. served by EAA Chapter 82. Info: Brll ce Bixler. 330/823-9748, Forrest Barber 330/823-1168 or Wlvw.taylorcraji.org JULY 15-COOPERSTOWN, NY-(K23) Old Airplane Fly- III and breakfast. 7:30 a.m .-Noon. Info: 607/547-2526. JUL Y 15-DEKALB, LL-DeKalb Muni. Airport. DTMA Transportation Expo 2000. 1Ia.m.-4p.m. Hosted by the city ofDeKalb, R&M Aviation, EAA Chapter 241 and the Chamber ofComm. Free admission and parking.
AUGUST 19-5PEARFISH, SD-Clyde lee Field. 17th Annual EAA Chapter 806 Fly-In. Info: Bob Golay, 605/642-2311 (evenings) or c2Igolay@mato.com AUGUST 20 - BROOKFIELD, Wl - Capitol Airport. 17th Annual Vintage Aircraft display and Ice Cream Social. Noon - 5 p.m. Midwest Antique Air plane Club monthly meeting, and model aircraft will also be on display. Fun for the entire family. Info: Capitol Airport, 4141781-8/32 or George Meade,Fly-in Chairman, 414/962-2428. AUGUS T 25-27 - MATTOON, IL - 4rd Annual MTO Luscombe Fly-In. Luscombe jlldging and awards, forums and banquet. $50 cash to Lus combe that flies thefartestto allend. Contacts: Jerry Cox, 2171234-8720 or Shannon Yoakim , 217/234-7120 SEPTEMBER 1-3-PROSSER, WA-17th Annllal EAA Chapter 39/ Labor Day Fly-In. Info: 509/ 735 1664. SEPTEMB ER 3 - MONDO VI, WI - Fly- In, Log Cabin Airport, Douglas J. Ward, SI49 Segerstrom Rd., Mondovi, Wl54755-7855, 715/287-4205. SEPTEMBER 2-MARION, IN -(MZZ) 10th annual Fly/In Cmise/ln Pancake breakfast. Antiqlle, Clas sic, Homebllilt, Ultralight and Warbird Aircraft as well as all types ofclassic vehicles. Info: Ray L. Johnson (765)664-2588 SEPTEMBER 3-WA YNESVILL E, OH-Red Stewart Airport (401) 8th Annual EAA Chapter 284 Tail dragger Fly-In and breakfast (7a.m.-I1a.m.). Info: Steve Hanshew, 937/780-6343. SEPTEMBER 4-10-GALESBURG, IL 29th National Stearman Fly-In. Info: John Lohmar, 314/283-7278 or 636/947-7278. SEPTEMBER 8-10 - SACRAMENTO, CA - Golden West EAA Regional Fly-ln. Info: 530/677-4503 or WIVlV.gwfly-b,.org SEPTEMBER 9-MUSCLE SHOALS, AL-(MSL) 3rd Anlllla/ EAA Chapter 615 Cotton State Fly-In. Info: Eric Faires, 256/768-0685, ericrv6@yahoo.com
JULY 26 - AUGUST 1 - OSHKOSH, WI -EAA AirVentllre 2000. Info: EAA HQ, 920-426-4800, or wWlV.eaa.org and www.fly-in.org
SEPTEMBER 9-10-SHIRLEY, NY-Brookhaven Cal abro airport. 37th Annual Anlique Airplane Club of Greater New York Fly-ln. Rain date 9/16-17. Info: Roy Kiesel; 63 I/589-03 74.
JULY 26 - AUGUST 1 - OSHKOSH, WI - EAA Con vention/AirVenture Fly-In. Visit the American Navion Society in the type club tent in the Vintage area south ofthe Red Barn. Allend annual Navion dinner and Navionfol1lm. Info: 970/245-7459.
SEPTEMBER 9-10-STEUBENVILLE, OH-Jefferson County Airpark (2G2). Airshow 2000 hosted by EAA Chapter 859. Info: W. Van Nuys, 740/282 7221 or wvannuys@eohio.net
J ULY 28 - OSHKOSH, WI - Stinson Lun ch at Oshkosh. Meet at 11:30 a.m. behind Theater In the Woods for a free blls ride to GolfCentral restall rant. Pay on your own there. Sign up at the Type Clllb tent or call: Suzette Selig, 630/904-6964. AUGUST 5-ELLSWORTH, KS-(9K7). EAA Chapter 1127 Fly-In brea~fast and Cowtown Days Festival. Info: Dale Weinhold, 785/472-4309. AUGUST 6 - QUEEN CITY, MO - 13th annual Fly In at Applegate Airport. Info: 660/766-2644. AUGUST 12 - CA DILLAC, MI - EAA Chapter 678 Fly- In Breakfast, 0730 - 1100, Wexford County Airport (CAD). Info: Jim Shadoan, 231/779-8113. AUGUST 13-18 - SANTA MA RlA, CA - American Navion Society National Convention. Info: 970/245-7459 AUGUST 19 - KALAMAZOO, MI - Newman's Field (4NO). Fly-In LlInch donation or Dish to pass. Info: 616/375-0208 or 375-069/. AUGUST 19-COOPERSTOWN, NY-(K23) Old Air plane Fly-In and breakfast. 7:30 a.m.-Noon. Info: 607/547-2526.
S EPTEMB ER 10-MT. MORRIS, IL -(C55) Ogle COllnty Pilot's Assoc. and EAA Chapter 682 Fly-In breakfast. 7-Noon. lnfo: Glen Orr, 8151732-7268 or airport at 815/734-6136. SEPTEMBER 10-BURLINGTON, WI-(C52). Pan cake breakfast. Hamburger IlInch. 7 a.m.-3:30 p.m. SEPTEMBER J5-17-WATERTOWN, Wl-(RNV) 16th Annual Byron Smith Memorial Stinson Reunion. Info: Suezette Selig, 630/904-6964. SEPTEMBER 16-17-ROCK FA LLS, IL -Whiteside County Airport (SQ1). North Central EAA "Old fashioned" Fly-In. Sun. morning pancake break fast.lnfo: 630/543-6743 oreaaIOI@aol.com SEPTEMBER 22-23-BA RTLESVILLE, OK-Frank Phillips Field. 43rd Annllal Tulsa Regional Fly-In. Info: Charlie Harris, 918/622-8400. SEPTEMBER 22-23-ASHEBORO, NC-EAA Chapter 11 76 Aerofest 2000 at Smith Airfield. Oldfash ioned grass field fly-in and pig pickin '. Unicom 122.9. Info: JeffSmith, 336/879-2830. SEPTEMBER 30-HANOVER, IN-Lee 801l0m Airport (641). Wood, Fabric alld Tailwheels Fly-In. Rain date 10/1, starts al10 a.m. Info: Rich Davidson, 812/866-5654, nx21175th@aol.com VINTAGE AIRPLANE
27
VINTAGE
TRADER
Something to buy, sell or trade?
eec The Staggerwing Museum Foundation, Inc. & The Twin Beech 18 Society is proudly sponsors the:
Annual Travel Air. staggerwing.
Twin Beech 18 Convention
An inexpensive ad in the Vintage Trader may be Tullahoma, TN Regional Airport
just the answer to obtaining that elusive part. .50¢ per word, $8.00 minimum charge. Send your October 18-22,2000
ad and payment to: Vintage Trader, EM Avia tion Center, P.O. Box 3086, Oshkosh, WI 54903-3086, orfax your ad and your credit card Witness the History of the Beech Aircraft Company I number to 920/426-4828. Ads must be received The on-site mu seum has the following aircraft: SIN 1 Travel Air (1924), The Thompson Trophy
by the 20th ofthe month for insertion in the issue Travel Air Air Mystery Ship (1929), SIN 1 Staggerwing (1932) plus an example of every model
the second month f ollowing (e.g., October 20th Staggerwing built rB" t hrough "G") Twin Beech 18 (1 937, 3rd oldest ); D18s and C45
for the December issue.)
MISCELLANEOUS BABBITT BEARING SERVICE - rod bearings, main bearings, camshaft bearings, master rods, valves. Call us Toll Free 1/800/ 233-6934 , e-mail ramremfg@aol.com Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS , N. 604 FREYA ST. , SPOKANE, WA 99202. Stinson Parts Wanted. Need copilot brake pedal setup (complete or parts) for 108-2 restora tion project. Bart (208) 367-9328, e-mail: olivia@ cyberhighway.net (3708) WOOD AIRCRAFT BUILDERS/RESTORERS. Send $34.00 for "REPAIR OF WOOD AIRCRAFT STRUC TURES." Large, 90 page reproduction of early illus trated manual. JOHN ROBY, 3703V, Nassau, San Diego, CA 92115. Established 1960.
*PRE-REGISTRATION REOUIRED* Call Cindy at (931) 455-8463 (Sam - 2pm, Mon.. FriJ or fax at (931) 455-2577 or write: Staggerwing Museum, P.O. Box 550, Tullahoma, TN 37388
RESTORE THE PLANE OF
YOUR DREAMS!
Builders' Workshop
AIRCRAFT YEARBOOK 3-VIEW DRAWINGS 1903 1946. 936 3-views! 276 pages. 8? " x 11 ", sfbd. $39 check or money order (Foreign $43). John Mc Donald, PO Box 23V, Windom, KS 67491.
Frederick, Maryland June 24- 25, 2000 Hands-On Workshops
AIRCRAFT LINEN - Imported. Fabric tapes. For a 18" by 18" sample, send $10.00. Contact for price list. WW I Aviation Originals, Ltd., 18 Joumey's End, Mendon, VT 05701 USA. Tel: 802/786-0705, Fax: 802/786-2129. E-mail: Wwlavorig@AOL.com
• • • • •
For Sale - Custom made in USA, 48" all aluminum profile weathervanes of, and painted like, your air craft. For info send SASE to Warbird Classics, P. O. Box 88, Billings, MT 59103, call 406/254-7573, or email : warbird@gateway.net. or find us at max pages.com/ warbirdclassx See us at Oshkosh by Replica Fighters Association area by Warbirds. WANTED: Continental A50-3 complete for muse um rebuild. Smith, 204 W. Lockport St ., Plainfield, IL 60544, 815/ 436-5917. Ema i l : chazhug@worldnet. aU.net For Sale - 1919 A.B .C. Scorpion flat tw in light aero/automobile engine. Manufactured in England, at Sopwith factory. Kinston upon Thames, London. Would suit replica veteran aircraft. Sensible offers only please, call Viv on +44(0)1805 624823 (Devon England) or Email: Vbeel30873.aol.com
28 JUNE 2000
EAA MEMBERS
$249-$279
WORKSHOPS
~
"Under EAA's leadershjp
these workshops are
better than ever,"
Ron Alexander
workshop developer.
Fabric Covering Basic Sheet Metal Electrical Systems Engine Installation Basic Gas Welding NON·MEMBERS
$274-$299
800·967·5746
www.sportair.com
. •
Call or log·on for our complete workshop calendar
, •
~~
,
A i r cra ft C o a ting s
"Proud Sponsors of EAA SportAir Workshops"
NEW MEMBERS
Murray Horton ....... .............. .
· ....... Yarmouth County, NS, Canada
Edward Charles Monoski ...... Kent, CT
Mark A. Marino ..... ...... Duluth, MN
Chris H. Becker . ...... . Panama City, FL
Scott Smith ............... jordan, MN
Robert Bondy .......... ........ .... .
Mike E. Branand .......... Ft. Pierce, FL
Terry L. Harlow .......... Kearney, MO Walter E. Bell ..... . . ... .. . Forsyth, MT
· .............. Windsor, ONT, Canada
Frank T. Cvelbar ...... Port Charlotte, FL
Kenneth Ross Gunby ........ ........ .
L. Bar Eisenhauer ......... .. ....... . .
Dave Austin .. . ........ Mooresville, NC
· ..... .......... Carlisle, ONT, Canada
· ................... Winter Haven, FL
james Russell Mabe ........... ...... .
jean Paul Batardy ................... .
Frederick F. Evans ... ..... ... Naples, FL
................... Walnut Cove, NC
· .............. Escau Doeuvres, France
Richard R. Hodge, jr. . ....... ...... .. .
Ronald L. Normark......... Raleigh, NC
· ................... Ft. Lauderdale, FL
Sherill Woods ...... . . . .... Brevard, NC
Stephen M. Huse ...... Longboat Key, FL
Miles H. Dunn ... ..... Portsmouth, NH
Alois Drexler. ...................... .
· .............. Wackersdorf, Germany
Stefan Volz ...... ... ... ... ......... .
· . ... .... . Bad Koenigshofen, Germany
Greg A. Leaf ............ Hawthorne, FL
F. S. Gilbert .......... Somersworth, NH
julian B. MacQueen ................. .
james R. Stow ............ Surf City, Nj
Giuseppe Braga .......... Bologna, Italy
· ..................... Gulf Breeze, FL
Norman L. Rowland ................ .
Tatsui Kamijikkoku ........ Kyoto, japan
Daniel Melnik .......... Melbourne, FL
.. ... ... . ........ ..... . Las Vegas, NY
Andrew Vincent .................... .
jim Quigley .... ...... .... . . Naples, FL
George M. Alliegro ... . ..... . Orient, NY
· .............. Rolleston, New Zealand
Steve Whittenberger ........ .. ...... .
Dennis Hitchcock ....... Maplecrest, NY
Francisco Villa ..................... .
· . ......... .. .. . .. . Daytona Beach, FL
Ted W. Zabinski ......... Altamont, NY
· ............ Rivas-Vaciamadrid, Spain
Robert A Wiederhold ................ .
jon David Brausch ...... Avon Lake, OH
john K. Emmons ................... .
... . . ....... .. ... . Pembroke Pines, FL
Don Fricke ............... Dayton, OH
· ................. Eglisau, Switzerland
Dave Benjamin .. Lookout Mountain, GA
Gail E. Townsend .......... Lowell, OH
joseph D. Dolce .... ... Birmingham, AL
Lloyd Blackwell ..... . ..... Marietta, GA
Dwight Reynolds ................... .
Dale Morgan .............. Mccalla, AL
Robert j. Collins, Sr. ........ Boston, GA
..... ...... ..... .. Oklahoma City, OK
john Flyul11 ............ Springdale, AR
Eric L. Hendrix ............. jasper, GA
Edward Mason ........... Portland, OR
Bary L. Gills .............. Gurdon, AR
Douglas S. Lambert ................. .
Robert B. Mercatoris ...... Meadville, PA
Porter F. Schultz ............. Bouse, AZ
................... Lawrenceville, GA
B. Richard Monroe .... ..... Landale, PA
Robert Altieri .......... Healdsburg, CA
Donald E. Lumsden ....... Morrow, GA
jim Noonan ....... Fort Washington, PA
Roger D. Farnes .......... Riverside, CA
Robert G. Ridgeway ....... Marietta, GA
[van B. Armstrong ........ Anderson, SC
jim Hays ................ Alameda, CA
Mark Steele .............. Valdosta, GA
Benjamin Dubois ...... Goose Creek, SC
james Long ............ San Marcos, CA
joe Morano ............... Eastport, ID
David M. Curtis ......... Millington, TN
Bruce A. McElhoe .......... Reedley, CA
Thor Farrow ............ Lake Zurich, IL
Donald H. Litton ........ Millington, TN
George Parry ............. Ventura, CA
Gregg W. Pearson ........ Waukegan, IL
Ralph Mallicoat, jr. . ....... Lebanon, TN
joseph Ruh .......... Playa Del Rey, CA
Frederick L. Conley....... ValparaiSO, IN
james Bromstead ............ Allen, TX
Leonard Sokolowski ................. .
Glen H. Sherretz ......... Evansville, IN
Louis W. Hastings ... .... ... Boerne, TX
· .. .. ...... .. ... ... . Pacific Grove, CA
Steve Briggs ....... . ... Lake Charles, LA
jim Wilson ................. Allen, TX
Stephen A. Wold in ..... Santa Paula, CA
joseph Griffin ......... E. Falmouth, MA
Owen Eugene Yarbrough ..... Euless, TX
Ch risj . Woods ............ Tiburon, CA
Wm Mahlon Entler ...... Baltimore, MD
William G. Reinecke ........ Reston, VA
Paul C. Andes ............ Littleton, CO
Vincent]. jordan ........ Cristfield, MD
Bruce Troxell ........... Alexandria, VA
Michael L. Kaessner ..... Longmont, CO
Roy C. Kronquist ........ Marquette, MI
Ralph K. Williamson, jr. .... ... ...... . ........... . . . ........ Edmonds, W A
Robert A. McKown .. ......... . Vail, CO
Richard R. Reichenbach .. ...... ... ... .
David W. Olson .... Grand junction, CO
· ....................... Bay City, MI
Leigh H. Ullman ................... .
Danny R. Wine ............ Denver, CO
Dennis Schwecke ......... Highland, MI
................. Port Washington, WI VINTAGE AIRPLANE
29
Northwest Experimental Aircraft Association Fly-In
ARLI NThe West's Premier EAA Event .JULY 5 - 9 •
ANiI'JQlJl S • U~'RlLIGBfS HELICOPJiEB' • WIBIIBDS
• • • • • • •
Aircraft fly-bys &Airshow everyday Exhibits - Forums - Fly Market Aircraft Judging & Awards Family Activities - Camping Outdoor Runway Theater each evening Hot Air Balloon Rally Homebuilders Workshop
......._11'. . ..._ · \Y~,~~es
FOR MORE INFORMATION CALL:
FLY-IN 360-435-5857 e-mail: flyin@nweaa.org
www.nweaa.org
4700 188th St. NE, Arlington, WA 98223 FAX: 360-435-6480 Sponsored in part by agrant from the Snohomish Hotel Motel Tax Fund
SNOHOM I SH
•
COU NT Y
..
Close t o everything. Far from ordinary. ...
TN' G"L~ ~X,~ WA~ TG 'Gn~ ~GU~ AX~PLA"'. ~ourse,
if you're planning to actually fJ~ it, the easiest way is still Poly-Fiber.
Of
~hy Poly-Fiber? Because for
" 30 years builders have followed easy steps and achieved safe, superlative, long-lasting results. Poly-Fiber products I W are painstakingly manufactured and ~ () proven over time, and the manual is almost (( like having an instructor right there with you. And if you'd like some hands-on coaching, Don't be afraid to tackle that fabric covered project. Learn how much try one of our workshops . There's also a step-by-step video, a kit for practicing with fun it really is. Call Poly-Fiber and Poly-Fiber, and a website full of information. let's get started! V V V V V
Genuinely easy to use Toll-iree technical support The best how-to manual around Hands-on workshops nationwide Step-by-step video also available
800-362-3490 www.polyfiber.com e-mail: info@polyfiber.c:om Aircraf1: Coa1:ings
FAX:909-fJ84-0S18
Ken Hyde Warrenton VA
Founded antique aircraft restoration firm,
Virginia Aviation Co., in 1965
American
Airlines pilot -
1965 to 1997
Co-founder of The Wright Experiment
AUAis
Ken and Beverly Hyde with Cliff Robertson * during the filming of EAA's "Young Eagles. "
"Whether it is flying the Jenny to Oshkosh with Charlie Kulp or filming
AUA's Exclusive EAA Vintage Aircraft Assoc. Insurance Program
EAA's "Young Eagles" with Cliff
approved.
Robertson, AUA has always been there for us. Thanks AUA!"
Tobecomea
- Ken & Beverly Hyde
lower liability and hull premiums Medical payments included Fleet discounts for multiple aircraft carryin ~ all risk coverages No hand-pro ping exclusion
member of the Vintage Aircraft
* The above photograph does not represent on endorsement by Cliff Robertson of AUA, Inc.
No age pen , Ity No compon nt parts endorsements Discounts for claim-free renewals carryin all risk coverages
Association call
800-843-3612
The best is affordable.
Give AUA a call - it's FREE!
Remember,
We're SeHer Togetherf
800-727-3823 Fly with the pros... f1y with AUA Inc.
AVtATION UNLIMITED AGENCY
Membershi~ Services Directon'_ VINTAGE
Enjoy the many benefits ofBAA and the AIRCRAFT BAA Vintage Aircraft Association ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
~
Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http://www.eaa.org and http://www.airuenture.org E-Mail: vintage @eaa.org
OFFICERS President Esple 'Butch' Joyce P.O. Bex 35584 Greensboro. NC 27425
336/393-0344
Vice-President
George Daubner 2448 Lough Lane
Hartford. WI 53027
414/673-5885
e-mail: windsock@aol.com
e-moil: antique2@aol.com
Secretary Steve Nessa 2009 Highland Ave. Albert Lee. MN 56007
Charles W. Harris 7215 East 46th St. Tulsa. OK 74145
507/373-1674
Treasurer
918/622-8400 cwh@hv5u.com
DIRECTORS Robert C. "Bob" Brauer 9345 S. Hoyne Chicago. IL 60620 773/779-2105 e-ma~: photopllot@aol.com John Berendt 7645 Echo Point Rd. Cannon Falis. MN 55009 5071263-2414 John S. Copeland 1A Deacon Street NorthbOrough. MA 01532
508/393-4775 e-moU: copeland l @juno.com
Sfeve Krog 1002 Heather Ln. Hartford. WI 53027
414/966-7627 a-mail: sskrog@aol.com
Robert D. "Bob' Lumley 1265 Sooth 124th 51.
Brookfield. WI 53005
4141782-2633
e-mail: lumper@execpc.com Gene Morris
EAA and Division Membership Services 800-843-3612 .••••••••..•. FAX 920-426-6761 (8 :00 AM -7 :00 PM Monday- Friday CST) • Newlrenew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instru ctors (NAF!) • Address changes • M erchandise sales • Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory .............................. 732-885-6711 Auto Fuel STCs .. .. ............ 920-426-4843 Buildlrestore information ...... 920-426-4821 Chapters: locating/organizing .. 920-426-4876 Education ..................... 920-426-6815 • EAA Air Academy • EAA Scholarships • EAA Young Eagles Camps
616/624-6490
817/491-9110
Roger Gomoll 507288-2810 rgomoll@heritagehalls.org
Dale A. Guslafson 7724 Shody Hill Dr. Indianapolis. IN 46278
317/293-4430 Joonnie Hill
P.O. Bex328 Harvard. IL 60033
6701 Colony Dr. Madison. WI 53717 dar@resprod.com Geoff Robison 1521 E. MacGregor Dr.
New Haven. IN 46774
219/493-4724 e-mail: chlefl025@ao1.com S.H. "Wes" Schmid 2359 Lefeber Avenue WCNWat=. WI 53213 414/771-1545 shschmid@execpc.com
815/943-7205 dinghao@owc.net
DIRECTORS
EMERITUS
Gene Chase
2159 Carlton Rd. Oshkosh. WI 54904
920/231-5002
E.E. "Buck" Hilbert
P.O. Bex424
Union. IL 60 180
815/923-4591
e-mail: buck7ac@mc.net
ADVISORS David Bennett 11741 Wolf Rd. Grass Valiey. CA 95949
Editorial Submitting article/photo; advertising information 920-426-4825 ....••.••.••. FAX 920-426-4828 EAA Aviation Foundation Artifact Donations ............. 920-426-4877 Financi al Support ............. 800-236-1025
MEMBERSHIP INFORMATION
Dean Richardson
608/833-1291 321-1/25. Broodway#3 Rochester. MN 55904
Benefits Aircraft Financing (Textro n) ..... 800-851-1367 AUA . ... .. . . .................. 800-727-3823 AVEMCO ... . . ... .. . . ......... 800-638-8440 Term Life and Accidental ....... 800-241-6103 Death Insurance (Harvey Watt & Company)
5936 Steve Court Roanoke. TX 76262 e-mail: n03capt@fiash.net
Phil Coulson 28415 Springbrook Dr. Lawton. MI 49065
Flight Advisors information . .. .. 920-426-6522 Flight Instructor information . .. 920-426-6801 Flying Start Program ••••••••••• 920-426-6847 Library ServicesiResearch ...... 920-426-4848 Medical Questions ... .......... 920-426-4821 Technical Counsel ors .......... 920-426-4821 Young Eagles ................ .. 920-426-4831
Alan Shackleton P.O. Bex656 Sugar Grove. IL 60554-0656
530/268-1585
630/466-4193
antiquer@inreoch.com
103346.1772@CorrpJSafVe.com
EAA Membership in the Experimental Aircraft Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an addi tional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for
Foreign Postage.)
VINTAGE AIRCRAFT ASSOCIATION Current EM members may join the Vintage Aircraft Associaton and receive VINTAGE AIRPLANE maga zine for an additional $27 per year. EM Membership, VINTAGE AIRPLANE mag-azine and one year membership in the EM Vintage Air craft Association is available for $37 per year (SPORT AVIATION magazine not included). (Add
$7 for Foreign Postage.)
lAC Current EM members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year. EM Membership, SPORT AEROBATICS magazine and,.one year membership in the lAC Division is
available for $50 per year (SPORT AVIATION mag azine not included) . (Add $10 for Foreign
Postage.)
WARBIRDS Current EM members may join the EM Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year. EM Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $45 per year (SPORT AVIATION magazine not included). (Add $7 for Foreign
Postage.)
EAA EXPERIMENTER
Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year. EM Membership and EM EXPERIMENTER mag azine is available for $30 per year (SPORT AVIATION magazine not inciuded).(Add $8 for For
eign Postage.)
FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars . Add required Foreign Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions. Copyright ©2000 by the EM \Antage Aircraft Association
All rights reserved.
VINTAGE AIRPLANE (lSSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM \Antage Aircraft Association of the Experimental Aircraft Associalion and is published monlhly al EM Aviation Center. 3000
Poberezny Rd.. P.O. Box 3086. Oshkosh. Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM Antique/Classic Division. Inc..
P.O. Box 3086. Oshkosh. WIS4903-3086. FOREIGN AND APO ADDRESSES - Please allow at ieast two months tor delivery of VINTAGE AIRPLANE to foreign and APO addresses via surlace mail. ADVERTISING - \Antage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be laken.EDrrORlAl POLICY: Readers are encouraged to submil Siories and photographs. Policy opinions expressed in ariK:les are s<>eIy those of the authors. Responsit>liIy for accuracy in reporting resls entirely with the contribut()(. No renumeralion ~ made. Material should be sent to: Ed"()(. VINTAGE AIRPLANE, P.O. Box 3086. Oshkosh. WI 54903-3088. Phone 920/426-4800. The words EAA, ULTRALIGHT, FLY WtTH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM EAA tNTERNATIONAl CONVENTION, EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA TIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarl<s. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION. EAA ULTRALIGHT CONVENTION and EAA AirVentur. are Irade marks of the above associations and their use by any person other than the above association is strictly prohibited.
32 MAY 2000