VA-Vol-29-No-11-Nov-2001 by EAA Vintage Aircraft Association

VOL. 29, No. 11

STRAIGHT AND LEVELlButch]oyce

2 VAA NEWS/H.G. Frautschy 4

MYSTERY PLANE/H.G. Frautschy

TYPE CLUB NOTES/Mark Baird

10 BELLANCA CLUB FLY-IN 12 WHAT OUR MEMBERS ARE RESTORING 14 MIGHTY MITE/Budd Davisson 20 MUSEUM DISCOVERIES 22 PASS IT TO BUCK/ Buck Hilbert 24 NEW MEMBERS 26 CALENDAR 28 CLASSIFIEDS 30 VAA MERCHANDISE

WWW.VINTAGEAIRCRAFT.ORG

Publisher

TOM POBEREZNY

Editor-Ill-Chief

scon SPANGLER

Executive Director, Editor

HENRY G. FRAUTSCHY

VAA Admlllistrative Asslstallt THERESA BOOKS Executive Editor

MIKE DIFRISCO

COli trlbu tllIg Editors

JOHN UNDERWOOD BUDD DAVISSON

Graphic Des/grler

OLIVIA L. PHILLIP

PhotograpilY Staff

JIM KOEPNICK LEEANN ABRAMS

Advertls/ng/Edltorial Assistant ISABELLE WISKE

NOVEMBER 200 t

BY ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION

NewsleHer Editors

The following is from Tulsa, Oklahoma, VAA Chapter lO's newsletter that is written for the most part by the fa mous Charles Harris:

"Oh, it's a long, long while from May to December, but the days grow short when you reach September/l ... So go the haunt ingly beautiful lyrics as were written for the classic "September Song./I And, so it is with our summer fly-in season. We are quickly approaching (some in the north are there now) the last scenes in the final act of the 2001 season. As always, it has been a great year; as always, the more we have put into it, the more we have gotten out of it. There have been some memo rab le moments ... Cookson, Sun 'n Fun, Swifts at Athens, Atchison, Airman Acres, Gainesville, Wacos at Creve Coeur, Oshkosh (!!!!), Galesburg, Muskogee, (and four or five Ponca Citys thrown in for fun) ... You get the idea. We have missed (and will always miss) Paul's Valley the last two years ... a big loss...and it was a real shock to not be able to do Bmtlesville in June or September this year. We still have the Bean Dinner, Claremore Monocoupes at Creve Coeur, Ski took, Fairview, and Vinita upcoming (and again, three more Ponca Citys before the end ofthe year). "We have and continue to have a full plate. If there is any one who can't find any activity in our world offun flying/sport aviation, they have to be living under a rock somewhere! Let's never forget a lot of people have put a lot of effort into these events to host us; thank them when you can. /I For those of you that have the good fortune to read Charlie's Chapter 10 newsletter, it's obvious that putting it together is a real labor of love for him. All of us, members and officers alike, are lucky to have Charlie serve as the Treasurer on the VAA Board of Directors. Often one hears, "If you want something to get done, give it to a busy per son!" Charlie is the very person they must be speaking of, since he gets so much done one wonders when he sleeps! To sustain a Chapter over a long period, a good newslet ter is critical. It can be very difficult to find the right person to assume the newsletter editor's role, and when you do, do all you can to keep that editor happy. When a Chapter does find someone to produce a newsletter, mem bers will tell the new editor they'd be happy to supply the newsletter with all sorts of information . Do you know how quiet the newsletter editor's phone is between each month's newsletter publications? It is not that the people who promised to help didn't want to, but it's not the most important thing on their mind between

meetings. If you be long to a Chapter, help the editor by pitching in to help. Get him or her that helpful tip or activity report, and you'll make the editor smile. Having a strong newsletter helps get important in formation out to each member-everybody needs to know about the date and time of the next meeting and any significant issues that relate to Chapter business. If you really want to be involved in the Chapter and have some fun at the same time, step forward and become the newsletter editor of your Chapter. If your Chapter is al ready blessed with a good editor, ask if you can be of any help. You could be the next Paul Harvey! The first full weekend of October, Norma and I at tended the VAA Chapter 3 fly-in. Held each year at the Darlington, South Carolina, airport, the airfield there has proven to be a great place to have this annual event. This airport was a World War II training base, so there are plenty of big runways. They have also installed a very nice grass runway beside the main hard surface runway. That makes this fly-in very friendly to the old taildraggers. There's also a nice camping area on the airport. We used the camping area this year, and it worked out great. The Darlington County airport authority has been very helpful and hospitable. They even sponsor an lion the air port Friday night pig pickin'," which is great fun. The enhanced Class liB" airspace rule was still in effect, which caused the airplane count to be down. The rain on Satur day did not help matters as well. Those that could not fly in drove to Darlington to meet friends and attend the Sat urday night dinner, where we enjoyed a talk by one of vintage aviation's most accomplished enthusiasts, Ken Hyde, about his fascinating work with The Wright Experi ence. Their discoveries about the methods and techniques used by the Wrights are captivating. Ken and I have en joyed a long friendship, and this project gave us an even better excuse to spend part of Saturday afternoon to gether. EAA, VAA, and The Wright Experience will be sharing more on their intriguing discoveries in the com ing months as we move toward the 100th anniversary of successful powered flight on December 17, 2003. Let's all pull in the same direction for the good of aviation. Remember we are better together. Join us and have it all! ...... VINTAGE AIRPLANE

VAA NEWS

COMPILED BY H.G. FRAUTSCHY

EAA CONTINUES WORK TO RETURN FLIGHT PRIVILEGES Following the attacks on New York City and Washington , D.C., on September 11, the government declared a national emergency and closed the national airspace system (NAS) to civilian operations. (See "Beyond September," which starts on page 36 of EAA Sport Aviation.) As the crisis stabilized, the gov ernment incrementally restored NAS operations and many general aviation pilots were flying again in roughly two weeks, and on October 15 the govern ment allowed VFR operations in 15 of the 30 enhanced Class B (ECB) areas. Enhanced C lass B is de fined by the outer boundary of the airspace, which ex tends from the surface to 18,000 feet. The combined surface area of the 30 ECBs covered roughly 200 ,000 square miles and 578 public and private airports. From the start of this national emergency EAA has worked with the government and provided so lutions to se curity co ncerns to help restore flight privileges to all aviators. VFR flight in half the ECB cities is the latest positive step in that process. Education-and offering mutu ally agreeable solutions-has always defined EAA efforts in all arenas . On October 2, EAA sent a letter to FAA Administrator Jane Garvey that offered solutions to the security concerns , and these solutions were on the table when the National Security C ouncil's working group, which included all the involved government agencies, addressed VFR flight in ECBs 2

NOVEMBER 200 1

The National Security Council (NSC) and White House approved the VFR procedures on October 12 , and FAA issued the NOTAM the next day. Beginning October 15, VFR operations resumed at 15 ECB areas over a three-day period, starting with Houston, Kansas City, Memphis, New Orleans, and St. Louis. On October 16 VFR operations resumed at Cleveland, Dallas-Fort Worth, Honolulu, Minneapolis, and Phoenix. And on October 17

Charlotte, Cincinnati, Salt Lake City, Seattle, and Tampa completed the phase-in . For reasons of na tional security, VFR flight is prohibited at the other 15 major metropolitan areas with ECB air space as of October 17, but EAA and others are addressing this. To fly VFR at airports within en hanced Class B airspace, aircraft will need altitude-reporting transpon ders, and pilots must monitor 121.5 MHz while in the ECB airspace. Air craft without transponders must obtain a waiver as outlined in the NOTAM. (EAA encourages all mem bers to check the NOTAMs before every flight, and if you are unclear about something in a NOTAM, please call EAA headquarters at

888/322-4636, Ext. 6522.) "Over the past month, the general/ recreational aviation community has faced unprecedented chal lenges," EAA President Tom Poberezny said. "Recent announce ments are good news for pilots, aircraft owners, and especially the businesses who have endured such economic hardship. However, our work is not done until all airplanes are back in the air." EAA started to work immedi ately after the attacks, and on the EAA website it kept members informed of its actions on their behalf, as well as news and changes when they oc curred. In his initial message on September 12, Tom wrote: "I'll be the first to support any reasonable changes in aviation standards that are needed to help protect the lives of our citizens. But the key word is reasonable. EAA has always been an organiza tion of compassion and cooperation, but EAA will not simply accept change, carte blanche, where it applies to recre ational aviation." Activity on the EAA website spi raled upward as people monitored the situation . In the first weeks the FAA issued a flurry of NOTAMs that defined and redefined what kind of flight was allowed and where. EAA posted the NOTAMs and other information as applica ble as soon as the FAA issued them. EAA further kept its members in formed through its weekly electronic newsletter e-HOT LINE. Between September 11 and October 17, EAA publications sent nine e-HOT LINE editions, including four special edi tions, to more than 43,000 subscribers. (To subscribe visit the EAA website at www.eaa.org.)

Online aeronautical sectional charts, created through EAA's Flight Planner partnership with AeroPlanner.com, clearly showed airspace affected by temporary flight restrictions (TFR). Charts showing restricted enhanced Class B airspace areas were available the instant the NOTAMs were released. General aviation flight under in strument flight rules (lFR) resumed within days of the attack because an instrument flight plan answers the government's security ques tions-who's flying, what kind of airplane is it, and where is it going. Addressing these concerns as they applied to flight training and VFR flight was a greater challenge, and members called wanting to know why they couldn't fly their Cubs, their vintage aircraft, their ultra lights, their homebuilts. Because people couldn't fly, busi ness owners had no income to pay

their fixed costs like insurance and overhead. To substantiate anecdotal information about this economic impact EAA and its affiliate, the Na tional Association of Flight Instructors (NAFI), surveyed CFTs, flight schools, FBOs, and other gen eral aviation businesses, including manufacturers and suppliers. The results were painfully clear: All were suffering real hardships, and some thing needed to done soon before a Significant part of aviation's infra structure was destroyed. EAA and NAFI presented its re search data in Washington, D.C., when EAA President Tom Poberezny, representing both or ganizations, testified before the House Transportation & Infrastruc ture Subcommittee on September 25, along with representatives of other aviation organizations. The all-day session was an important step in defining issues and educat-

ing elected officials about general aviation's critical role in the na tional aviation infrastructure. EAA and NAFI also supported the "General Aviation Relief Bill of 2001," which provides for eco nomic relief for GA businesses suffering from the economic im pact caused by the airspace restrictions. Conversely, EAA and NAFI vigorously opposed a legisla tive proposal within the "Safe Skies Act of 2001" that would require all student pilots to undergo and pay for expensive background checks. Both legislative actions are pending as of this writing. Stay tuned to the EAA website at www. eaa.org for developments as they are announced. As aviation continues to recover, EAA will con tinue to represent the interests of it members to preserve the freedom of flight, just as it has been since its founding in 1953. (News continl/ed on page 27)

NORM PETERSEN RETIRES ne of aviation's good guys is heading out to the workshop to re store his Piper PA-ll and Danish KZIII. Norm Petersen, who for 21 years has been a fount of knowledge about building and rebuilding air planes, has retired from EAA. Norm is familiar to many readers of EAA publications, having been an editorial staff member since 1981 until his move to EAA Aviation Information Ser vices in 1999. Norm's time at EAA was his third career-prior to his time at EAA he was an investment salesman, and he owned a print shop. Each of his cho sen careers had one thing in common-Norm was in constant touch with people.

Anyone who's had the pleasure of visiting with Norm on the phone, corresponding via the mail, or simply reading one of his articles knows what a personal touch can mean. Norm 's been an EAAer serving his fellow EAAers, and few can do it so well, and with such humor. I've lost count how many times I've had members close a conversation with, "Pass along my regards to Norm!" or some similar sentiment. Norm's one of those fellows who always brings a smile to your face, for you know you're in for a great time when he's around. Now, after he makes a big dent in Loretta's "honey do" list, Norm's going to spend some time working on the Cub Special and his Danish KZ. We suspect that won't go quite as fast as you might expect, though there are always plenty of friends who want to swap jokes and stories over a cup of coffee with the "Great Dane." Thanks for all your work on our members' be half, Norm! VINTAGE AIRPLANE

BY H.G. FRAUTSCHY

SEND YOUR ANSWER TO: EAA , VINTAGE AIRPLANE , P.O. Box 3086, OSHKOSH , WI YOUR ANSWER NEEDS TO BE IN NO LATER THAN DECEMBER 10 FOR IN CLUSION IN THE FEBRUARY ISSUE OF VINTAGE AIRPLANE. You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL. SEND YOUR ANSWER TO VINTAGE@EAA.ORG. BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE!) IN THE BODY OF YOUR NOTE AND PUT " (MONTH) MYSTERY PLANE" IN THE SUBJECT LINE.

54903-3086.

FROM THE PETE BOWERS COLLECTION , THIS MONTH 'S MYSTERY PLANE IS THIS SLEEK-LOOKING BIPLANE .

The McKinnie 165. 4

NOVEMBER 200 1

Here's our first note about the August Mystery Plane: "The August mystery plane is a McKinnie 165. The airplane was built in Detroit Lakes, Min nesota, and Fargo, North Dakota. There were two of them built; one currently is in the Bonan zaville museum in West Fargo, and the other has totally disap peared. The airplane was the RV-6 of its day, with numbers al most identical to an RV-6. It was a little heavy at 1,200 pounds, but did have retractable gear. The powerplant was a Franklin 165, and that power gave it a top speed of 175 mph. "McKinnie was planning on providing an answer to the Swift,

and although some dialogue by the museum indicates that the Air Force was interested in the airplane, I don't think that was ever the case. "McKinnie rented hangar space from Air Activities at Hec tor Field, and I was an employee, doing all the odd jobs that could be assigned a college student . When we were not gassing air planes, we worked in the shop repairing sprayers and some of the trainer fleet . When things got really slow, we would help out the McKinnie people, so I did have a very sma ll part in the construction. This was during 1953 and 1954. "There were two built, and

the last I heard one was behind a hangar at Fessenden, North Dakota, but I never was able to find it." Bill Truax Sequim, Washington Here's our second note: "I got a start when I turned the page and saw the August Mystery Plane . I never recognize these! It took me back to 1946 when I re turned to Fargo after being discharged from the Army. I planned to complete my engineer ing degree at North Dakota State University. It was during a recon naissance of Hector airport to see what changes had been made dur ing my absence when I felt a similar start. "l walked into an open hangar, and there in a corner was a fellow constructing an airplane out of a pile of metal. The sight of a sporty looking metal aircraft seemed out

of place where before only J-3s, Champs, and Taylorcrafts were at home. I had a nice visit with the man, James Richard "Dick" McKin nie. It wasn't until 1959, when I returned to Fargo and NDSU to teach engineering, that I got to know Professor Dick McKinnie. "Two McKinnies were built; one for flight and certification and the other for static testing. The Univer sity had a wind tunnel, which I used for some lab testing. Parked next to the tunnel was this static model. Dick had lost the manufac turing rights and didn't talk much about his project, so most of the in formation about the McKinnie was obtained from Klessig's book, My Highway in the Sky. Local financial resources were the investments of local businessmen, building con tractors who didn't have any idea of the cost or complexities of air

craft design, production, and mar keting. Bill Cates, test pilot, flew the plane for about 20 hours when McKinnie ran out of money to get it certificated. "Dick died of cancer about a year after I met him. Mrs. McKinnie wanted to dispose of the remaining project inventories, so Klessig wound up with the stress test air craft with a Franklin 165 hp engine and most of the sheet metal fabricat ing tools." Marvin Skodje Fargo, North Dakota Other correct answers were re ceived from Rocky Farano, Gilroy, California; Mark Holliday, Lake Elmo, Minnesota; Bill Koelling, Great Bend, Kansas; Roy Redman, Faribault, Minnesota; Charles F. Schultz, Louisville, Kentucky; and Budd Davisson, Phoenix, Arizona. VINTAGE AIRPLANE

Rethinking the March Mystery Plane

By PETE BOWERS

This is the Jones S-125 that was illustrated in Joe Juptner's article. It has a tapered cantilever wing and an inverted engine instead of the wire-braced straight wing and upright engine of the March Mystery Plane.

he March Mystery Plane was identified in june 's is sue of Vintage Airplane, but I think the identification as the Ben Jones S-125 is incorrect. There was an answer that enclosed a write-up about the S-125 from Joe Juptner's T-Hangar Tales - Volume 1, pages 95-96. Sorry, but the so called S-125 in the March and June issues is not the Ben Jones S-125.

While there is strong family re semblance, the S-125 as illustrated by Juptner and in the enclosed photos is a different airplane. The so-called S-125 has a straight-chord wire-braced wing and an upright air-cooled engine. With a right hand prop and that size, it would have to be a Cirrus. The one-only Ben Jones S-125, X (later NX16791) was built in 1937

by the Jones Aircraft Company, P.O. Box 114, Schenectady, New York. It had a tapered cantilever wing and an inverted Menasco C-4 engine. Juptner said it crashed on its first flight, but it must have been re paired. Then it traveled around with various markings; several no table aviation photographers shot it in different locations. Designer Jones sold the S-125 with other aircraft material to the White Aircraft Corporation of Leroy, New York, and the plane was then seen with that company's logo on the fin, still as NX16791. I believe that the S-125 (also re ported as having a 150 hp Menasco as the S-150) was to have been used for a world flight that wasn't made. The March Mystery Plane looks to me like a Dale design, but not th e Air-Dale M-50 with 50 hp Menasco flat-four shown in the 1939 Western Flying Directory issue . Whatever, more research is needed on the March Mystery Plane. ........

Here is the same plane, now owned by the White Aircraft Corporation of Leroy, New York, whose logo appears on the fin . The meaning of the tiger figure on the turtle deck and the oriental lettering under the cockpit is unknown to this writer. 6

NOVEMBER 2001

DEBUNKING A TIRELESS MYTH-THE "DOWNWIND TURN"

Surprise in the Wind MARK BAIRD FROM THE CESSNA

150-152 PILOT MAy/JUNE 2001

A few years ago, that mighty pil lar of aeronautical wisdom, Aviation Safety, published, seriously, an arti cle that resurrected the downwind turn as a maneuver that could cause a stall because the shift in direction would diminish the velocity of the flow of air over the wing . Seeing that explanation of downwind turns, in that publication of all publications, was like reading in the Encyclopedia Britannica that the sun had been found to revolve around the Earth, and that Galileo, Newton, and Einstein had gotten it wrong. The downwind turn, it ap pears, is a demon more durable than Dracula, capable of fouling the best of authorities. Why does that black myth persist? Such early aviators as W. and O. Wright knew it was bunk. That it is still believed a century hence strains our reputation for being competent. But perhaps the myth persists be cause all the explanations that debunk it still fail to explain why some airplanes come to grief in down wind turns. Knowing the downwind turn can't cause a stall doesn't help the guy who just smashed into the earth without meaning to after mak ing a turn downwind. All this time, the wrong ques tion about downwind turns has been answered, and answered to

exhaustion. Here's the wrong ques tion: "Can turning downwind from upwind affect airspeed?" Here're some right answers to the wrong question: "No./I "NeveL/I "Can't happen./I Do any of th ese answers help? Not much . So let's improve the question: "Is it dangerous to turn downwind from upwind?/I Answer: "Perhaps. It depends. /I Hmmm-now we're getting somewhere. Let's get more specific: "Is it dangerous to turn downwind after departing a runway sur rounded by obstructions if the wind is up?/I Answer: "Yes./I There is something risky about downwind turns. It's just that the critical factor has got nothing to do with airspeed, or angle of attack, or stalling. What is the critical factor? Geometry. Geometry, and the pilot's apper ception of it. It's a fine, clear day. The wind is straight down the run way at 18 mph. Surrounding the runway are buildings with smoke stacks, high-tension wires, tall buildings, and rapidly rising terrain covered with tall trees. 18 mph is a stiff wind, but a machine as simple as a Cess na ISO can be handled without trouble if cautious. Getting the ISO out of this par ticular field has always been restricted to one of a few possible flight paths because its climb rate is not the same as the Space Shut

tie's. Turning crosswind too early m e naces the upper SO feet of smokestack; turning downwind too early leads to a confrontation with the rising terrain. Establish ing best angle of climb at liftoff and staying there for the first few hundred feet is standard procedure at this field. Lin ed up on the numbers into that 18 mph breeze, the throttl e goes in, and the little bird starts to roll. Fuel is about half capacity; the pilot is solo. The pilot is a Jenny Craig weight loss enlistee who graduated "magna gone lard. /I In no time, the ISO pops off the run way and, to the delight of the pilot, appears to climb like the Spa ce Shuttle. An examination of hard numbers reveals the following: Best angle of climb (true) air speed: 57 mph Rat e of climb at bes t angle (the field itself was at sea leve l) : 680 feet per minute. Groundspeed: 57-18 = 39 mph, which is 3,432 feet per minute. 680 vertical feet per minute over 3,432 horizontal feet per minute is a grade of 20%, a geometric angle of 11 degrees . No wond er it feels like the Space Shuttle. (11 degrees may not seem like much on paper, but seen from the cockpit it puts VINTAGE AIRPLANE

the airplane 1,000 feet above the far end of a S,OOO-foot runway on climb out, which for a ISO is Space Shuttle-like performance.) The pilot's perception is that this angle will carry him clear of all obstacles easily and rapidly. Were he to maintain runway head ing, he'd be clear of even the highest surrounding terrain less than three minutes after leaving the runway. But he's a little tired of the Jenny Craig regimen and is looking for ward to the hundred-dollar hamburger that awaits him 70 miles behind him. He has to turn down wind at some point, because he hasn't got enough fuel to reach his destination by continuing straight ahead (he's only at half capacity). The pilot correlates his appercep tion of his II-degree climb geometry with the surrounding terrain and obstacles, and makes a judgment about where he can safely begin a turn to downwind and continue climbing on course. And right there is where he makes a mistake. He makes his assessment based on his present ll-degree angle of climb. He begins his turn to downwind 400 feet high, before he's even reached the end of the runway. Immediately, his groundspeed be gins to increase dramatically. He maintains best angle airspeed of 57 mph , and his rate of climb declines a shade to 660 feet per minute be cause he's no longer at sea level. But by the time he's established on course heading downwind, his groundspeed has risen to 75 mph. Now he's traveling 6,600 feet per minute horizontally, almost twice as fast as he was when pro ceeding upwind. His vertical speed, although essentially unchanged, has plummeted in relation to the horizontal speed to one tenth, in stead of two tenths. And instead of ascending a grade of 20% and 11 degrees, his angle has been halved to 10% and 5.7 degrees. Barreling downwind twice as fast as he was going upwind, climbS

NOVEMBER 2001

ing at half the geometric angle, the obstacles and terrain that at first appeared so easily surmountable are now suddenly and swiftly fill ing his windscreen. No pilot should ever be sur prised. Surprise is distracting. This pilot is surprised. He maneu vers quickly to avoid taking the tops off some trees that don't need trim ming, only to confront high-tension wires looming abruptly ahead. "How can I be going so darn fast with the nose so high in the air, and not be climbing worth a hoot?" he won ders desperately. Now, ignoring the airspeed indicator and hauling back on the yoke, he tries to pull the air plane higher into the air with his bare hands. The wires pass beneath; ahead the far side of a ridge still claims the sky above him. Stall warn ing shrieking, he turns to avoid the ridge, but the wind carries him into it with a soul-sickening thud. Later, the NTSB investigation is silent on the subject of stalling. Did he stall? Perhaps, but whether stalled or not, he was going to hit that ridge. The NTSB concludes that the pilot misjudged his rate of climb against how fast the ground was rising up to meet him. Did his turn to downwind affect his air speed? Not a millimeter. Nor did it affect his vertical speed. Neither of those factors was altered by the turn from upwind to downwind . What did change, dramatically, was the geometric relationship be tween his vertical speed and his horizontal speed with respect to the ground. It changed so radically that, exactly as the NTSB surmised, he misjudged how severely his ap parent climb would decline while still amidst obstacles and terrain. Hence, turning downwind from upwind is dangerous . However, three conditions must all be pres ent: Obstacles and rising terrain are in the immediate vicinity, the wind speed is a significant frac tion of the airplane's climb speed, and the pilot fails to make al lowance for the severe flattening

of the geometric climb angle when turning downwind. The pilot hasn't got much con trol over the first two conditions, but the third condition is one he can control absolutely, and so long as he never permits its presence by taking the flattened climb angle into account, he will avoid being blown into a granite surprise. As to a turn to downwind caus ing the air to sLow down over the wing, true believers should argue that point with the men who proved it impossible-like Isaac Newton, for one. Keep in mind that if turns across the wind did affect airspeed, you'd see the airspeed re act with every course change at altitude, and IFR holding patterns would require Newton's Calculus to intercept and maintain. MARK BAIRD SOLOED ON HIS 16TH BIRTHDAY, 31 YEARS AND ABOUT 2 , 500 HOURS AGO. HE OWNS TWO CESSNAS-A 1976 CESSNA 150 AND A 1954 CESSNA 180. HE'S FLOWN THE 150 AS FAR AS NEW ORLEANS AND THE 180 TO ALL OF THE LOWER 48 STATES. HE PLANS TO EQUIP THE 180 WITH FLOATS AND FLY IT TO ALASKA. MARK RECENTLY OB TAINED THE POWERPLANT PORTION OF HIS A&P CERTIFICATE.

IT' S OFTEN UNBELIEVABLE HOW LONG A MYTH CAN PERSIST . THE FACING EXCERPT IS FROM THE FLIGHT INSTRUCTOR'S MANUAL , CIVIL AERONAUTICS BULLETIN ,

No.5, JUNE 1939 AND IT ALSO EXPLAINS AWAY THE FAIRY TALE OF THE "DOWNWIND TURN ."

Now

BEFORE SOMEONE WRITES IN AND POINTS OUT THE ISSUES IN VOLVED IN A THUNDERSTORM ' S MICROBURST , LET ' S REMEMBER WE'RE TALKING ABOUT AN AVERAGE WINDY DAY AT THE AIRPORT , NOT AN EXTREME EVENT. THE ORIGINAL FORMAT AND LANGUAGE OF THE CAA BOOK HAS BEEN PRESERVED VINTAGE AIRPLANE EDITOR

FLIGHT INSTRUCTOR'S MANUAL Civil Aeronautics Bulletin No. 5 U. S. Civil Aeronautics Authority, Washington, D. C. June 1939 Chapter V.-DOWN-WIND TURNS As has been previously mentioned there is a prevalent fallacy regarding the reasons for the hazard of down-wind turns close to the ground. This results from the belief that tbe air speed of the aircraft is affected by the wind. Such is not the case. Once the aircraft is free of the ground, only .its speed relative to the air has any bearing on its sustentation in flight . The velocity and direction of the wind does affect the path of the aircraft over the ground, but that is all. In taxiing the velocity and direction of the wind has a very definite effect on the aircraft and the effectiveness of the controls, because the aircraft is still in contact witb the ground. During down-wind turns dose to the ground, it is noticed that when the aircraft is approximately cross wind, it seems to hang momentarily without speed and, as the turn is completed to the down-wind course, the aircraft seems to pick up speed with a rush. Both of these seeming actions are optical illusions caused by watching the ground even though the pilot is not directing his attention to it. The speed of the aircraft relative to the ground alone is affected: The air speed remains constant. If the aircraft is flown properly by feel or instruments, the air speed will not vary during the turn. It is true that down-wind turns close to the ground are hazardous, particularly immediately after the take-off, but the reasons for this hazard do not include the prevalent fallacy. They are as follows: 1. Any turn, in any direction, is hazardous too close to the ground, but a down-wind turn presents the additional hazard of placing the pilot in the poorest position from which to make a landing in case of motor failure.

2. Some air speed and lift are lost in all turns, as will be discussed under "Turns"; and unless normal speed is maintained, this may have disastrous results when operating too close to the ground. 3. Turns immediately following the take-off are hazardous, due to the fact that the ship barely has flying speed and, under these conditions, can ill afford even the small loss of speed and lift which is incident to turning alone. 4. At low speeds the ship does not respond nearly so rapidly to the controls, and gusts may cause trouble before the reaction of the pilot and the sluggish action of the controls can correct for them.

s. The "reaction time" of the pilot is a serious factor when working close to the ground. 6. Ground objects create turbulence in the wind on their leeward side. 7. There is a variation between the wind velocity just above the ground and at 40 or SO feet altitude due to the friction of the earth and the objects on it. This will give the ship an additional rolling moment, or over banking tendency, when one wing is near the ground and the other up in the air as in a steep bank close to the ground. This friction effect is also true in gusts encountered in such a pOSition, which increases the severity of their action. 8. Due to the optical illusion mentioned previously, after completing the turn the inexpert or poorly trained pilot will be fooled into thinking his air speed has increased, and very frequently will try to force the ship to climb more rapidly. This results in a complete stall with such rapidity that the pilot does not sense its approach due to the lingering effects of the illusion. Complete stalls at low altitudes invariably end in a major disaster.

VINTAGE AIRPLANE

eLuIJ.

'Wed eowa dJ4 -!In :l00 f

The gold country of the Sierras is the scene for this annual event. By AMY

PETERSON,

PHOTOS BY CHUCK SANDFORD

t was more than just burgs for being such gracious coincidence that the Bel hosts and to club member lanca-Champion Club's Brian Farrell for arranging Annual West Coast Fly-In the fly-out. was held in Columbia, Ca li The Tuolumne Co unty fornia, in the heart of Gold Aeronautical Association Rush Country. Blue skies fired up its grills for the Fri and sunshine, outstanding day evening barbecue dinner airplanes, delightful people, The flight line of Bellancas featured a mix of the triple and the Saturday evening and an airport that is every tails and their more recent brethren, the Viking. steak dinner. Its m e mbers pilot's dream blended to gether to make it the mother lode of fly-ins. A total of 84 airplanes and approxi mately 160 people enjoyed the fun and festivities during the club-spon sored second annual fly-in held recently in Columbia. Nestled among green, rolling hills, the Columbia Air port (022) provided a substantial, The Low-Wing People's Choice award hard-surfaced runway and full FBO was presented to Harold and Carol services for the fly-in participants. The Black for their 14-19-2 Cruisemaster. adjacent grass runway was closed for Harold found it in Idaho in 1996 and rethe weekend to provide ample park built it from stem to stern. The updated airframe included a Viking instrument ing for the multitude of neatly parked panel, McCauley prop , shoulder harnesses, and Cleveland wheels and brakes. single tails and triple tails, nosewheels and tailwheels. tee members for early preparation were also on hand to serve light break The combination of high-wing (which really was the culmination of fast and lunch fare. Their enthusiasm Ci tabrias, Champs, Scouts, and De months of planning). The actual fl y was abundant, and we appreciated all cathlons and low-wing Cruisairs, in kickoff began on Friday with the their efforts. C ruisemasters, and Vikings might arrival and registration of participants, A number of participants pitched seem a strange combination, but it meeting new people and renewing their tents in the adjacent shady came about through buyouts and old friendships. campground, complete with showers bankru ptcies over the past several A flock (bevy? gaggle?) of airplanes and fire pits specifically intended for d eca des. (What else is new in the took off Friday afternoon to the neigh fly-in visitors. The rest of us less ad light aircraft industr y?) The one boring Pine Mountain Lake Airpark, venturesome folk enjoyed the cozy thing we all had in common was our where Kent and Sandy Blankenburg accommodations of hotels, motels, joy and inte rest in flying great air host ed a tour through th e ir two and bed and breakfast establishments hangars for guests to see their collec planes. Ranging from 6S-hp Champs in Columbia (within walking distance to 300-hp Vikings , the production tion of beautifully restored and of the airport) or in nearby Sonora. periods of the airplanes spanned six maintained airplanes. Highlights in No fly-in is complete without a lit decades, coinciding with the relative cluded a Lockheed 12, two Luscombe tle competition, and ours was age span of the participants. Phantoms, and a Spartan Executive, light-hearted fun with spot landing As it is with most large gatherings, all surrounded by a remarkable dis and flour bombing contests. Evi this year's event began with the early play of early aviation memorabilia. d ently there was a circulating rumor Our sincere thanks to th e Blanke narrival of some of the fl y-in committhat concerned some of the local en

NOVEMBER 200 1

lanca "birds." This was followed by a round-table discussion that focused on own ers' maintenance experiences, both good and bad in regard to prod ucts, facilities, suppliers, and modifications. Both sessions

For the High-Wing People's Choice award, the attendees picked Tom Holmes' 1940 Aeronca 65TC. It was also rec ognized as the oldest aircraft in attendance. First built as a 65TF, the Franklin engine was removed in 1958, and a 65 hp Continental was installed. Tom bought the project when it was packed in a number of boxes. A real basket case, he went about getting an education in restoration techniques , covered a wide including a POly-Fiber covering class. Bob Seals was also range of issues applicable to an integral part of the restoration process. both high- and low-Wing aircraft. Everyone in general aviation ap preciates exemplars of beautifully restored, maintained, and/or en hanced airplanes, and the Bellanca-Champion Club does its best to recognize the efforts of its Mike Nye of Manteca, California, re members. This year two outstand built his Aeronca 7AC Champ in ing airplanes were selected by 1997, choosing the factory color member ballot to represent the "People's Choice" for high- and scheme for the two-place trainer. low-wing categories. The high-wing People's Choice was vironmentalists, that is, until they were assured that we were merely awarded to Tom Holmes for his 1940 dropping sacks of ground wheat ... and Aeronca TC65, N26386. InCidentally, not nuking their California wildflow this airplane was also awarded a plaque for being the oldest aircraft in ers. With the environmentalists' bleSSings, and the grace of a little attendance at the fly-in. It started its breeze, Veri Scheibe of St. Paul, Ore life as a 65TF with a 65-hp Franklin gon, took first place by dropping the and was converted to an A65 in 1958. flour closest to the mark from his The airplane had changed hands, had 1975 Scout. Was it practice and skill moved all around the country, and or those vortex generators, Veri? Ron was in seven boxes at the time it was Piercy of Moses Lake, Washington, purchased by its present owner. Tom took home the award for landing his went to a Poly-Fiber covering class Champ only 99 feet from the num and spent countless telephone hours bers in the spot landing contest. trying to track down parts for this Another important component to "complete" airplane. Bob Seals, of every fly-in is the sharing of knowl Vintage Aviation in Selma, California, edge and experiences with these was an integral part of the restoration airplanes. In addition to the standard process, and both men are quite ooohs and ahhhs, there was genuine pleased with the results (as they interest and appreciation and a sin should be!). This little beauty sports a cere exchange of information among new wood prop, new glass and fabric, the pilots and owners. Dan Torrey, and wheelpants. Tom is pleased to proprietor of MARS (Mobile Aircraft have an airplane that he can fly Repair Service) at the Santa Paula (CA) leisurely, low and slow, although he Airport, led a seminar on the care and admits he may have overdone it a lit feeding of Champions and Bel tle on the "slow" side.

This year's low-wing People's Choice award went to Harold and Carol Black for their sleek 14-19-2 Cruisemaster, N981OB. The fly-in was a stopover for them between their winter home in Arizona and their summer home in Idaho. Harold found this plane in Idaho in 1996, and two years later it emerged as a complete rebuild from the tip of its spinner to the top of its tail. Some of its fine features include an updated Viking panel, a McCauley prop, Cleveland wheels and brakes, and shoulder harnesses. Following the Saturday evening banquet, awards, and anecdotes, Lee McGee was back by popular demand, strumming and singing his original "Ode to My Viking" (to the tune of "Drug Store Truck Drivin' Man," with Lee's apologies to Joan Baez). This year Lee took a little creative license and delighted the audience with his tributes to the other represented air planes. The renditions included "Have You Flown the Little Cruisair?" (to the tune of "Scarborough Fair" /Simon and Garfunkel), "Just Want to Fly My Ci tabria" ("Motorcycle Song" / Arlo Guthrie), and whoopee-ti-yi-yay, "Cruisemasters in the Sky" ("Ghost Riders in the Sky" /Stan Jones). Sunday morning saw the depar tures of many an aircraft, from the quick and mighty to the sleek and sassy. The committee is already brain storming for next year's fly-in-same place, same time. The county officials have indicated the possibility of a wa ter budget for the grass strip next year. It just gets better and better. The phenomenal success of the largest gathering of Bellancas a'n d Champions on the West Coast in recent history was due, in part, to the hard work of the fly-in commit tee, under the guidance of Ozzie Levi. But the most noteworthy ele ments were the kindness, courtesy, and safe-flying practices exhibited by the club members and guests who attended , It is our common in terest and the camaraderie among old and new friends that makes our ny-ins so exceptional. ....... VINTAGE AIRPLANE

HAT 0 R MEMBERS ARE RESTORING

AVILLA

IPSY NC-919DH was built by de Hav illand under license in Lowell, Massachusetts, in December 1929. It was then delivered to Cardiff & Peacock Aero Corp. in Bakersfield, California, which sold the air plane to Leslie J. O'Day of Visalia, California, in October 1930. The airplane passed through a succes sion of owners, finally being sold by Harlan O. Bjerke in January 1943 as salvage to the renowned airplane dealer Arrigo Balboni. (For unknown reasons the origi nal registration NC-919M was changed at some point. Contact

NOVEMBER 200 1

DH-60GM

OTH

with the FAA revealed that N 919M belonged to a DC-3 that hadn't been heard of for 25 years, so we settled for NC-919DH.) In February 1946 the Moth Air craft Company's Ed Clark returned from WWII service. Already the owner of two Gipsy Moths, he purchased the remains (less en gine) of NC-919M for the grand sum of $75. Having acquired enough other parts and paper work, Ed set about rebuilding his own Gipsy Moth and restoring five others. His Moth had been damaged due to an engine failure

BY GERRY SCHWAM WYNCOTE, PENNSYLVANIA

that occurred during the filming of a movie. Ed found buyers for the Moths to-be, but making a living and being busy with lots of other work slowed progress on the rebuilds. Linley Wright of Glenn Rose, Texas, decided to finish the work himself. Around 1994 he purchased NC 919DH and hauled it to Texas. At some point he lost interest in the project. In 1995, Linley made it known he wanted to sell the Gipsy project, as well as his Tiger Moth. I purchased the entire lot. Along with good friend Bayard

through with a beautiful set of cowlings. The cowlings in turn were painted by Mark Denest of Fairchild restoration fame. And fi nally, there was Bayard Dupont, without whom th e project would never have come to fruition. Was it all worth it? You bet! ...... Dupont, we trucked the Gipsy proj ect and the Tiger Moth to New Garden Airport in Toughkenamon, Pennsylvania, and set about finish ing what had been started so many years ago. Six-and-a-half years of constant work were to ensue be fore NC-919DH once again took to the air on May 31, 200l. As any of us who have ever un dertaken the rebuild/restoration of an antique airplane know, it is not a solo effort. First of all there is an understanding wife. Then Ed Clark who started the whole thing and ended up rebuilding a Gipsy en gine for the project. Linley Wright did some covering and was good enough to sell me the project. There were all the people at New Garden, including George Smith, who found himself enlisted as a sheet metal man and came

DE HAVILLAND DH-60GM G IPSY MOTH SPECIFICATIONS ENGINE: GIPSY ENGINE, UPRIGHT FOUR-CYLINDER, AIR-COOLED 90/100 HP METAL FUSELAGE, WOODEN WINGS AND TAIL SUR FACES, ALL FABRIC COVERED GROSS WEIGHT: .............. 1,600 POUNDS TWO-PLACE I Two COCKPITS Top SPEED: ... · .. 110 MPH CRU ISE SPEED: STALL SPEED: ...

· ..85 · ..40

MPH

MPH RANGE: · . .2-112 HOURS NUMBER FLYING IN THE USA:~ .... 4 NUMBER FLYING IN THE WORLD: .. 18 VINTAGE AIRPLANE

Originally powered by a 22 hp Crosley automobile engine, cracking crankshafts forced Mooney to go to a certified aircraft engine. The Workmans have a 65 hp Continen tal driving a fixed-pitch wood prop. MARK GODFREY

en Workman was standing in front of his Mooney Mite and summarized one of its few drawbacks by saying, "It's not an airplane for guys with ei ther big feet or big bellies." Ben says his urge to add a Mite to the long, long list of aircraft he has owned and restored started back in 1948 when he got a single flight in one. When he landed he said to him self, "['m going to own one of those some day." The airp lane seems to have the same effect on lots of people. The Mooney M-18 Mite is one of those airplanes that newcomers to 16

NOVEMBER 2001

sport aviation find hard to believe is a fully certified, factory produced airplane. It seems almost inconceiv able that there was a time when an American businessman had enough guts to put that much time and ef fort into an airplane that is not only the aeronautical definition of "cute," but would stretch the limits of the definition of "utilitarian." Of course, in 1948 someone did just that and that someone was the always-vision ary, always-thinking Al Mooney. For nearly three decades his mark was made on aircraft from Monocoupes, Darts, and Cadets to the famous line of Mooney aircraft. In fact, it would

be eas ier to name aircraft he didn't have a hand in than those he did. The Mooney design philosophy always put efficiency right at the top of design parameters, which eventu ally led to lots of high aspect rati o wings coupled to compac t cabins b e ing dragged around by smaller than normal engines. Of course, the M-18 Mite (which some sources say was originall y ca lled the Wee Scots man) carried a ll of these factors to their logical extreme. Mooney's goal all those years ago seems to still be with us today: He wanted to design the fastest, most economical airplane possible. This

required the smallest, lightest, and cleanest airframe he could design mated to the least expensive, most fuel-efficient engine available. In both areas, he went to extremes. The airframe is a study in light wood construction. It has been often said, for instance , that anyone who

picked up one of the tail surfaces and saw how light and fragile it appeared-would never fly the air plane. The tail is unique for a lot of reasons, including the fact that it is n 't mounted to the airframe in the usual fashion. The entire unit pivots for trim and is mounted on a light steel tube tripod that is, in turn, bolted to the rear fuselage bulkhead with tiny-appearing NO.3 bolts. The entire tail, including the wood, the steel, and the bulkhead area are now areas of concern to restorers because of the way seemingly minor deterio ration can reduce the strength significantly. Another of Mooney's cost-cut ting, efficiency-seeking moves was to sidestep expensive aircraft en (;j gines. Instead, he mounted one of ~ the miniscule, 22 hp Crosley en o ~ gines, which are best known for a: ~ propelling the little Crosley station wagons. The engine was highly so No leaky shock struts or metal phisticated in that it was a sing le springs to break, the Mooney Mite, overhead cam design, which was like its later four-place brethren , manufactured from sheet steel and uses a stackup of rubber disks to brazed together in an oven. You can absorb the shock of landing. literally tuck one of these engines under your arm and walk off with it. In the Mite it was equipped with a 2:1 V-belt reduction unit. The first 10 airplanes were Crosley powered, but then the gremlins that always seem to afflict an otherwise healthy engine, once it's mounted in an air plane, reared their ugly heads and crankshafts began breaking (Crosley reportedly switched to a cast iron crank from a steel crank without let ting Mooney know). A switch was made to the 65 hp Lycoming 0-145,

then later to the A-65 Continental. About the time Al Mooney was gearing up to feed airplanes into the highly anticipated, but never real ized, post-war airplane market, Ben Workman was getting out of the US AAF. He had worked at Curtiss Wright's Columbus, Ohio, factory (working on Helldivers and their ill fated Seagull) before entering the Air Corps. He even had his own 40 hp J 2 Cub during his early years in the service. He flew 28 missions as a ra dio operator on board B-24's with the 34 th Bomb Group before going home to decide what he'd do with the rest of his life. As with many returning service men, the GI Bill gave Ben his ratings. He had been to mechanics' school before entering the service, so armed with his A & E ticket, he began work ing for a local FBO while getting his flight ratings. Then he drifted into auto repair, which led to an uphol stery shop, which, in turn, led to him owning his own auto and air craft upholstery business. The business is still alive and well in Zanesville, Ohio, where it is being run by his son, Paul, who brought the Mite to AirVenture 200l. Ben ran through a long list of air craft projects that eventually involved his two sons, Dave and Paul. He bought a basket case Cub and he and his older son, Dave, restored it. They took it to Oshkosh in 1972 where it won Best Under 100 hp. During the next 10 years , Ben and Dave built and flew what they dubbed the Pitts Sport, which was a hybrid biplane with a 90 hp Franklin engine. During

The cockpit is as simple as the rest of the plane. A clever gear warning system that senses the vacuum generated by the engine's induction system actuates the red and white circular warning flag you see at the top of the panel. VINTAGE AI RPLAN E

this time Dave restored another Cub and most of a Tiger Moth before he passed away in 1982. In the late 1970s Paul b eca me more involved in the family busi足 ness and developed the same love of aviation. After Dave passed away, Paul and his dad went to work on a 7FC Tri-Champ, which had b ee n 18

NOVEMBER 2001

wrecked. Besides restoring it, th ey converted it to a tailwheel configura足 tion . By 1986 Paul was married with a growing famil y so the decision was made that h e and his dad had to be足 gin working on a four-place airplane. Enter the Aeronca Sedans. The first Sedan came from Canada . They restored it and fl ew it for nearly

16 years before selling it. A year and a half after finishing the first one, they bought another Sedan and spent two years restoring it. In '92 it was Grand Champion at Middletown. It went to th e EAA's Buck Hilbert who won a Lindy with it. The airplane currently is owned and flown by EAA direc tor Verne Jobst. Vintage Airplane's editor,

H.G. Frautschy, takes care of the Sedan and also flies it on a regular ba sis. When first restored, it was probably the lowest-time Sedan in existence, with fewer than 250 hours on it, total time! The Mite entered the Workmans' lives about three years ago. "It was advertised as being in

good shape, but the further we got into it, the worse it looked," said Ben Workman. "It had set outside and moisture had really gotten to it. Both the front and rear bulkheads were being held to the tail cone by nothing more than fabric," he says. "Every where you looked in the lower parts of the fuselage and wing centersec tion, the casein glue was coming apart. This included the plywood facing on the spars." They began tearing the airplane apart and eventually had virtually every nut and bolt out of it in their search for moisture damage to both the steel tubing and the wood. This included re-gluing most of the joints in the fuselage and replacing much of the wood . "The landing gear needed lots of work and one gear leg was bent," Ben says. "I didn't know it was hard ened and I stuck it in a vice to try and straighten it. It was so hard that I broke it and had to call Fred Schmidt in Camden, Ohio, for an other one. He has by far the best supply of Mite parts. That's also where I got parts for the windshield wiper motor that is used as the gear warning indicator." The gear-warning indicator he is referring to is the small flag, not un like that on a mailbox. It begins waving if the throttle is reduced be Iowa certain level and the gear isn't out. The wiper motor is driven by vacuum tapped from the intake of No. 1 cylinder. "The tires were really hard to find," Workman says. "They are four hundred by fours and were never FAA certified. They were certified as 'Mooney' parts. The brakes are purely mechanical and use an ec centric to move the pads out. The gear is also sensitive to rigging and the down lock is the same mecha nism that locks the gear handle in the down position. It's easy to do wrong and this airplane has been on its belly at least once." The airframe did have some good news attached to it, despite all of its

problems. "The outer wing panels, the fuselage tubing, and most of the tail were actually in pretty good shape. Everything in between, how ever, needed lots of work." When it came time to paint the airplane, the Workmans, younger and elder, didn't see eye-to-eye. "I wanted to do it in a MODERN paint scheme," Ben says. "But my son wanted something more original. We split the difference." The finish and covering was Su per Flite II all the way and Ben Workman points out that the light gray color isn't paint, but is actually primer that has been clear coated. They saw the color of the primer and both liked it. So, rather than try to match it in paint, they just hit it with the clear coat to protect it. The finished airplane came in at 62S lbs and it really performs, ac cording to Paul. "It gets off fairly quickly. The engine is only turning up 2,050 rpm with that prop, but it still only needs about 400 feet of runway. I hold about 70 mph in the climb which gives a solid 600 to 700 feet per minute rate of climb." In cruise the airplane will true out at 120 mph at 2,250 rpm. The beauty of it, however, is that it is burning only four to four-and-a-half gallons per hour. "The airplanes with the Beech Roby props are faster, some as high as 135 mph. The never-exceed speed is only 139 mph, so that's crowding it pretty close," Paul says. "The gear down speed is 108 mph," Paul continues, "So, you can slow it down quickly and it needs the drag to get it to come down. There is no trim change when the flaps go down, because they are cou pled to the tail. I use 65 to 70 mph on final and it gets in and out of 1,800 feet of grass nicely. It does glide well, so you have to plan the approaches a little better than with some airplanes." So, now Ben Workman has that air plane that he once told himself he'd own someday. The beauty is that it only took him S3 years to do it! ....... VINTAGE AIRPLANE

ES /\1 RVE NTU RE

.I 0HNS ON ·S

By H.G. FRAUTSCHY

MUSEUM

THE S.C. JOHNSON WAX

SIKORSKY S-38 "CARNAUBA" EXHIBIT

ne of the EAA AirVenture Museum's most popular exhibits is the Sikorsky S 38, sponsored by Wisconsin's own S.c. Johnson company. Sam John son, the company's recently retired chairman of the board, has been an aviator since he was a young man. His father, Herbert "H .F." Johnson, was an adventuresome spirit. In 1935, when the world still thought of flying as almost a daredevil stunt, he chose to buy a Sikorsky S-38, hire an experienced 27-year-old pilot,

NOVEMBER 2001

E.F. Schlanser, and have himself and a research crew flown to the Ama zon River basin in South America in search of the carnauba palm tree. The carnauba palm produces one of the hardest natural waxes known, and it was an essential ingredient in every Johnson Wax product-in deed, in th e 1930s, wax-related products were all the company made! Given his drive to produce the best products possible, it was un derstandable that H.F. Johnson was willing to spend the money during

the Depression to ensure his com pany could find and harvest a sustainable supply of carnauba wax. When the EAA AirVenture Mu seum was constructed in Oshkosh, one of the very first benefactors to sign up to support the project was Sam Johnson. After sponsoring the museum's entrance tower (where three Christen Eagles zoom upward), there was interest in designing an in teractive exhibit to commemorate his father's pioneering business flight. Since the mid-1980s, museum

;7'

~ ,1 · .. t ,.'

tDi ~

' "

Walk alongside the dock and then step inside the replica's fuselage, where visitors can now view an up dated film of the flying Sikorsky S-38 replica. The meticulously constructed exhibit theater gives visitors the sound and light sensations of flying alongside and in the amazing replica. visitors have read the display boards on the perimeter of the dis play, marveled at the full-size replica of a Sikorsky Amphibion constructed by Gordy Selke and his restora tion center crew, and "ridden along" inside the fuselage, where a movie was created by Dick Matt to give view- Advances in video and audio technologies make the ers the sense they were story of the S-38 come alive as museum visitors see riding along with H.P. the construction of the replica in beautifully shot johnson in 1935 . To movie footage. In the box on the dock are hidden a this day, my kids recall pair of OSCillating theater lights, which give the illu their "rides" in the sion of sunlight bouncing off the waves below and Sikorsky as if they had reflecting off the upper wings . really been bouncing along the waterways of the Amazon. EAA President's Council member Still, as neat as the display was, it Buzz Kaplan changed all that. Buzz couldn't fly, and as the years went by, was confident that his company, Sam's desire to replicate his father's Born Again Restorations, could build flight grew stronger. Planning to a Sikorsky S-38, if Sam really wanted make the flight in a more modern one. In 1998, the first Sikorsky S-38 airplane, a conversation with fellow replica took to the air after three-and one-half years and 35,000 man-hours were spent on the project. In the fall The updated Johnson Wax Sikorsky of 1998, Sam was able to retrace his S-38 now features a trio of high-defi father's footsteps, accompanied by nition video screens, each showing a his two sons, Curt and Fisk. different film. This screen explains Over the years johnson's support the original trip, the one on the far for the museum and for EAA Avia right details the construction of the tion Foundation programs has been flying replica by Born Again Restora consistent, and earlier this year, after tions, and the third video screen is visiting the museum during a board mounted inside the cabin theater. of directors meeting, Sam commit Display boards mounted along the ted to upgrading and updating the edge of the exhibit offer other details S-38 exhibit. Even a preserved car about the original expedition.

Outside the theater a new showcase exhibits the many products, both old and new, that require the use of car nauba wax. Original containers of various products, like 1930s paste wax tin (fac ing page), are on display. Above the display is a pair of maps that show the route taken in 1935 and the one in 1998 by Sam, Curt, and Fisk Johnson as they flew the replica S-38 to South America. In the center of the display is a computer screen where curious visitors can en joy three different virtual tours of the flying Sikorsky S-38. nauba palm frond can look a bit ragged after 15 years on display! What you see on these two pages is the result of the redesign of the johnson Wax Sikorsky exhibit. Come and visit it the next time you come to Oshkosh to explore the EAA AirVenture Museum . For museum hours and admission information, please call 920/426-6535 ....... or visit http://museum.eaa.org. VINTAGE AIRPLANE

55.

BY E.E. "BUCK" HILBERT, EAA #21 VAA #5 P.O. Box 424, UNION , IL 60180

Esprit de corps

he Department of Defense (DOD) shut down all pri足 vate flying during the New York and D.C. terrorism aftermath. The sport aviation population pulled together and in unison be足 lieved the shut down may have been necessary in the eyes of the DOD but perhaps unwarranted as far as our type of flying was con足 cerned. The general comments ran from "ridiculous" to "Well, we gotta do whatever!" Regardless, there was NO flying for what seemed like an eternity, and the scheduled events took a beating. Some events were can足 celed, including the Reno Air Races, the Ryan Fly-In at San

One of the Stearmans that is kept at the airport/residential airpark at Poplar Grove, Illinois , taxis by as part of the revised annual picnic held at the airport.

VAA Hall of Famer Ted Koston lin es everybody up for a photo in front of a couple of examples of Boeing's best products from World War II. 22

NOVEMBER 2001

Even with the restrictions on flying, the ramp was filled with local airplanes that were taxied to the ramp for display.

Captain Dick Hill warms up the engines on the family Cessna Bobcat. The interior and engines on the T-50 were recently overhauled.

Diego, and many others. One event went on as scheduled ... the 20th annual picnic at Poplar Grove Airport. Some of the Cessna 120-140 people who were planning to also go to th e Dunkirk, New York, annual bash did go-they drove to New York. This picnic fly-in became a drive-

in, plus a "taxi-by" event. The camaraderie was evident in the conversations around the table and was capped off with the taxi-by of the DO-27, several Stearmans , the Cessna 140, and the T-SO. We all had a good time . The noise and smoke were right in front of the crowd, yet people en-

joyed themselves despite the circumstances. Very little grousing went on . The atmosphere was subdued, but the fellowship and the sharing were there . It's great to be part of the aviation family! ......

((

~tJ.cJ,

want to see your lane or pearls of wisdom in print?

Write an article for VINTAGE AIRPLANE We're always looking for technical articles and photos of your latest restoration. We can't offer you money, but we can make you a hero among fellow Vintage Aircraft enthusiasts! send your submissions to: Editor, Vintage Airplane P.O. BOI 3086 Oshkosh, WI 54904 e-mail: vintage@eaa.org For pOinters on format and content feel free to call 920-426-4825

ive the adventure and L rOl11ance of the early days of flight with Wi ll Turner, pioneer aviator, in Chris Davey's exciting new novel, The Aviator's Appn.'l1rice. Will ea rns h is wi ngs in Florida before traveling to England to prove hil11self as an officer in the fledg ling Roya l Flying Corps during the tUl11u ltuous opening weeks of the First Wo rl d War. Find out more abollt Will Turner's Flight Logs at t he companion Web site:

www.turnerlogs.com Published by Lucky Press and available at all fine booksellers or call: 800-345-6665 ISBN : 0-9676050-3-2 448 pages $18.95 E-mail: books@luckypress.com Will Turner's adventures continue with Turner's Flight (Available early 2002) VINTAGE AIRPLANE

NEW MEMBERS

Mauro Belloni ....................Oleggio, Italy

Tony Medniuk ......... London, United Kingdom

David Turner ..................Maple Ridge, BC

Clive Perry ......................Winnipeg, MB

Mike Fuller ......... . .............Weston, ON

Peter L. Windh ....................Guelph, ON

Yves Lessard . ..................Sorel-Tracy, QC

James T. Bell ....................... Palmer, AK

Irven F. Palmer ....................Sterling, AK

Ken Davenport .................... Newport, AR

Jack L Censner ..................Sierra Vista, AZ

Robert D. Bishop .............. .Tranquillity, CA

David Derby .. . ........ . ........... La Jolla, CA

David B. McCord ........ .. ... Browns Valley, CA

Roger Orr ......................Santa Paula, CA

William R. Page ............. Bermuda Dunes, CA

George J. Papich ...................Sonoma, CA

Joan Steinberger ....................Goleta, CA

Jeff Taylor . ........ ..... ... .... ..Pilot Hill, CA

Aric Warner ....................Rosamond, CA

Thomas A. Watson .................Corona, CA

Doug Neeley ........ ... ............Aspen, CO

Richard L. Cudney . .. .. ........... . . Darien, CT

Gary Duhaime .....................Shelton, CT

Thomas J. Bryant ..................Lakeland, FL

Richard G. Mahoney . . .............. Orlando, FL

Louis A. Maniero ..... .. .... .... ... Parkland, FL

Dr. Tom Peurfay .................Bradenton, FL

Earle Richardson ...................Hialeah, FL

David Branch .................... .jackson, GA

Garry Lynn Brown ...............Woodbury, GA

Mark Allen Self ..... .. ...... .......Conyers, GA

David Tulis ... . ..... . ....... . .. ...Atlanta, GA

Roger C. Blunk ................... Bettendorf, IA

Steve E. Thomas ...................... Eagle, lD

James Allen .... . ..... . ........... . .. Peoria, IL

Bruce Wahlen ......................Chicago, IL

Dr. D. Michael Watkins .......... .jacksonville, IL

Earl W. Iliff ....................... .. .Gary, IN

Darren K. Peck .................. Noblesville, IN

R. Neil Shaffer ....................... Udall, KS

Michael Yagel .................... Raymond, KS

Paul V. Daniels .... .. .. ...... ......Ashland, KY

Brod Veillon .......... .. ..... .New Orleans, LA

Sam Schell, Jr. ................New Windsor, MD

Mary F.Ward . ............. ........Brewer, ME

James R.Austin ................ Grand Rapids, MI

NOVEMBER 2001

Douglas R. Bodrie .................Grosse lie, MI

Lawrence Fuller ...... ... .......... .Cabool, MI

Edward L. Hall ................... Dowagiac, MI

Kenneth H. Hecht ....................Caro, MI

Stephen S. Lillyblad ............Apple Valley, MN

R. T. Malone ...................... Darwin, MN

Duane Poehls ................... Ham Lake, MN

Thomas O. Yates ...................Austin, MN

Albert W. Lowe ...................St. Louis, MO

Jack S. Lamb ..... .. ............ Hattiesburg, MS

Brock Furstenau .....................Tilden, NE

Michael Price ....................Short Hills, NJ

Larry Rundquist ................Cal-Nev-Ari, NV

Joseph G. Jones .....................Berne, NY

Geoff King ............ . ......... Patterson, NY

Steve Voll ......................North Rose, NY

Donald W. Allen .................Ashtabula, OH

Chad Harrison ..................... Huron , OH

Gregory A. Huber .................. Medina, OH

Eric E. Williams ..................... Eaton, OH

Samuel Box ........................Stigler, OK

Walter Seely .....................Redmond, OR

John W. Chapman ..............Washington , PA

Frank E. Gochenauer .......... Chambersburg, PA

Charles Haughman ......... . ...... . Hershey, PA

Robert C. Rust ..................Saegertown, PA

Tony Burns ...... . ..............Henderson, TN

Jeff S. Cattrell ............ . .......Bulls Gap, TN

Jimmy L. Teasley ..............Murfreesboro, TN

Thomas Aubin ........ .... ........ .. Bangs, TX

Robert H. Card .................... Kennedy, TX

Gary T. Craze .......................Spring, TX

Richard Lee Dillman ...... ... .......Conroe, TX

Charlie Hanna .... .... ... .. ..... ...Abilene, TX

Douglas H. Hudgin . ..............Cedar Hill, TX

Pat Jorden ........... .... ... ... Round Rock, TX

Chris Orsak .................... . .Seymour, TX

Michael H. Rountree ...............Houston, TX

Robert F. Ruckman . ....... ... ........Dallas, TX

Bruce A. Martin ..................... Draper, VA

Richard C. Fernalld ..................Yelm, W A

William]. Sjoberg ...................Yelm, WA

James B. Shannon ... ... ... .... ... La Crosse, WI

Don M. Wise .. ... .... ..... .. .Ravenswood, WV

Les T. Field .... ........... .. ........Cody, WY

David J. Stoddard ................LaGrange, WY

Douglas Conciatu Sterling Heights, MI

Master CFI-IAG

Aviation Safety

Counselor

Flying for over 32 years

First solo flight in 1969

at the age of 16

AUAis

Douglos Conciotu has owned his 1950 Aeronca TEC Chomp since 1991 . The plane was one of the lost light airplanes to come off the Middle/own, O hio assembly line.

" I went from one company to another looking for one that would meet my

AUA's Exclusive EAA Vintage Aircraft Assoc.

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insurance needs at a competitive price.

approved.

I finally found this and more with AUA and have been with them ever since."

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Look forAUA

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Discounts for cla im-free renewa ls carrying all risk cove rages

Remember, We're SeHer Togetherl

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AVIATION UNLIMITED AGENCY

FLY-IN CALENDAR

----------------

The following list of coming events is fllr nished to Ollr readers as a matter of information only and does not constitute approval, sponsor ship, involvement, control or direction of any evellt (fly-ill, seminars, fly market, etc.) listed. Please send the information to f AA, Att: Vintage Air plane, P.O. Box 3086, Oshkosh, WI 54903-3086. Information shollid be received fOllr months prior to the event date.

.J".)...-._;."."'V........._ . - J

"I couldn't have won these swell trophies without Poly-Fiber!"

Roscoe Turn er - Famous Race Pilot

ell, OK... maybe he didn't actually say that. .. but we bet he would have if Poly-Fiber had been around in the '30s. His plane would have been lighter and stronger, too, and the chance of fire would have been greatly reduced because Poly-Fiber won 't support combustion. Not on ly that, but Gilmore's playful claw holes would have been easy to repair. Sorry, Roscoe.

***

Really easy to use 40 years of success New step-by-step video

** *

800-362-3490 www.polyfiber.com e-mail: info@polyfiber.com

FAX:909-684-0518

NOVEMBER 2001

The best manual around Nationwide EAA workshops Toll-free technical support

D ECE MB E R 1 - Fort Pierce, FL EAA Ch. 908 Pancake Breakfast, 7-11 a.m. at the EAA Hangar, St. Lucie Internationa l Airport. Info: 561/464-0538 or 561/489-0420. J AN U A R Y 19, 2002 - Fort Pierce,

FL - EAA Ch . 908 Pancake Break fast, 7-11 a.m. at the EAA Hangar, St . Luci e Internationa l Airport. Info: 561/464-0538 or 561/489 0420.

Fly high with a

quality Classic interior

Complete interior assemblies rea dy for installa tion Custom quality at economical prices.

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings Free catalog of complete product line. Fabric Selection Guide showi ng actual sample colors and styles of materials: $3.00.

air,e';;RODUCTS, INC. 259 Lowe r Morrisville Rd ., Dept. VA

Fallsington , PA 19054 (215) 295-4115

website: www.airtexinteriors.com

Fax: 800/394-1247

VAA NEWS

CONTINUED

NO CESSNA LANDING GEAR AD Randy Hansen, EAA govern ment programs specialist, has confirmed, in conversations with the FAA Small Aircraft Directorate (ACE-115W), that no airworthi ness directive will b e issued concerning the failure of the spring steel landing gear installed on the Cessna 170, 180, 185, 190, and 195 aircraft. The FAA is satis fied that Cessna's technical documentation and service bul letins are sufficient to get the word out to the field regarding the proper procedures for periodic in spection and maintenance of these spring steel landing gear compo nents. FAA AC 43-16A dated August 2001 includes an article is sued by the Directorate that discusses the issues surrounding the failures reported and reminds technicians and owners that in spection intervals should be followed to ensure the viability of the parts, particu larly if th e air plane is operated in severe environments and/or with over size wheels or skis. You can rea d the advisory circular online at http://av-info.faa.gov/data/aierts/2001_08.pdf

• Introduction To Aircraft Building

• Engine Installation • Fabric Covering

• What's Involved In BUilding An Airplane

• Composite Construction

• TIG Welding

• Finishing And Spray Painting

• Gas Welding • Sheet Metal • Sheet Metal Forming • Electrical Systems, Wiring And Avionics

• Test Flying Your Project • Kit Specific Workshops: Lancair Assembly Vans RV Series Assembly VelOcity Assembly

WORKSHOPS

--~--

1-800-WORKSHOP 1-800-967-5746 workshops@sportair.com www.sportair.com

Slc: o

~ Alr c r .. rt

••

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VINTAGE AIRPLANE

Looking For A Gift? Look No More! www.AirplaneTshirts.com www.Aviation-Giftshop.com

1-800·645·7739

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VINTAGE

TRADER

~ Something to buy, sell or trade? Classified Word Ads: $5.50 per 10 words, 180 words maximum , with boldface lead-in on first line. Classified Display Ads: On e column wide (2.1 67 in ch es) by 1, 2, o r 3 in ch es high at $20 per inch. Black and white o nly, and no frequency discounts. Ad ve rtising Closing Dates: ) Oth of sec ond month prior to desired issue date (L e., January 10 is the closing date for th e March issue). VAA rese rves th e right to re ject an y adv erti s ing in co nfli ct with it s poli cies. Rates cover on e insertio n per iss ue. Classi fi ed a d s ar e n o t acc e pt e d via phon e . Payment must accompan y order. Word ad s may be sent via fax (920/426-4828) or e-mail (classaris@eaa .org) using credit card payment (a ll cards acce pted). Include name o n card, complete address, type of card, card number, and ex piration date. Make checks payable to EAA. Address advertising co rrespo nden ce to EAA Publicatio ns Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086. BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods , valves , piston rings 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. Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.a;rp/anetsh;rts.com 1-800-645-7739 THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop com A Web Site With The Pilot In Mind (and those who love airplanes) For sale, reluctantly: Warner 145 & 165 en gines. 1 each , new OH and low time. No tire kickers, please. Two Curtiss Reed props to go with above engines. 1934 Aeronca C-3 Razorback with spare engine parts. 1966 Helton Lark 95, Serial #8. Very rare, PQ-8 certified Target Drone derivative. Tri-gear Culver Cadet. See Juptner's Vol. 8-170. Total time A&E 845 hrs. I just have too many toys and I ' m not getting any younger. Find my name in the Officers & Directors listing of Vintage and e-mail or call evenings. E. E. "Buck" Hilbert 1940 J-3 Cub project, disassembled, 65 Continental engine. $7 ,500 firm ! 863 699-1911

NOVEMBER 2001

VltiTAGe AeRO FAP.>RIC./. LTD ':,:) ------'/1/ Z

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Don't compromise your restorationwith modern coverings... finish the iob correctly with authentic fabrics.

Antiques, Warbirds, General Aviation 304-466-1724 Fax 304-466-0802

Certifilated Grade A lollon

Early aircraft lollon

Imported aircraft linen (beige and tan)

German WWl Lozenge print fabril

Fabril tapes: frayed, straight, pinked and early Amerilan pinked

Waxed linen lacing lord

Pure cotlon machine and hand sewing thread Vintage Aero Fabrics, ltd. 18 Journey's End, Mendon, VI 05701 lei: 802·786-0705 lox: 802·786·2129 website: www.avdoth.com

INTRODUCING

EAA FLIGHT PLANNER'"

EM, in a~ agreement with AeroPlanner.com, is pleased to announce an exciting new N\embership benefit...EAA Flight Planner. TaKe advan1age of the newest N\embef benefit by heading over to www.eaa.org. Click on the EAA Flight planner icon, get registered and log onto Flight planner to plan your next Aignt.

FREE for EAA Members, EAA Flight Planner: Files, stores and retrieves your flight plans via DUATS Displays your flight plan on an interactive sectional map Provides a flight planning "Wizard" for more flexibility Will "auto-route" based on your preferences Checks NOTAMs and MOAs along your route Checks weather along your route Calculates weight and balance Provides the ability to view and print IFR approach plates Stores multiple aircraft profiles

Maximize Your

Membership ...

Check Out EAA Flight Planner

At www.eaa.org

Today!

--~-

FllGHTTM PLANNER

Membership Services VINT.AGE

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ASSOCIATION

Directory_

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

OFFICERS President Espie 'Sutch' Joyce P.O. Box 35584 Greensboro, NC 27425 336/668·3650

windsock@aoi.com Secretary

Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373· 1674

Vice-P resident George Daubner 2448 Lough Lane Hartford, WI 53027 2621673·5885 vaaflyboy@aol.com

Treasurer Charles W. Harris 72I S East 46th Sl. Tulsa, OK 74147 918/622·8400

cwh@hv5u.com

DIRECTORS David Bennett P.O. Box 1188

Roseville, CA 95678

9 16/645·6926

antiquer@in reach.com

P.O. Box 328

815/943·7205 dinghao@owc.net

photopilot@aol.com

C1~~~~?7~L21O~20 John Berendt

Robert D. "Bob" Lumley

7645 Echo Point Rd. Cannon Fails, MN 55009 507/263·2414 fchl d@rconnect.com

1265 South 124th Sl. Brookfield, WI 53005 262/782·2633

lumper@'execpc.com

John S. Copeland

North~8/~~~:m5 01 S32

Gene Morris 5936 Steve Court Roanoke, TX 76262 817/49 1·9110

copeland l@juno.com

n03capt@nash.net

Phil Coulson

Dean Richa rdson 1429 Kings0\nn Rd

I A Deacon Street

28~\~t~;i';Jr~f~fr

Stou~i'sni7.8~ ~lS89

616/624·6490

dar@aprilaire.com

rcouison5 16@cs.com

3i~~~t~r~~fd~~~ 507/288·28 10

fndia3nlaJlz~~.!~3t6278

E.E. "Buck" Hilbert P.O. Box 424

Union, IL 60180 815/923·4591 buck7aC@mC.net

ADVISORS Alan Shackleton P.O. Box 656

Sugar Grove, IL 60554-0656

630/466-41 93 103346.I 772@compuserve.com

Steve Bender 815 Ai rport Road Roanoke, TX 76262 817/49 1·4700 sst l()()@.email.msn.com

EAA

VINTAGE AIRCRAFT ASSOCIATION

shschmid@gdinet.com

Dave Clark 635 Vesta l Lane Plainfield, IN 46168 3 17/839·4500 davecpd@iquest.net

Flight Advisors information .. , . 920-426·6522 Flight Instructor information .. . 920·426-6801 FIyin g Start Program , ......... 920·426·6847 Library Services/Research . ..... 920·426·4848 Medical Questions, , , ........ , 920·426-4821 Technical Counselors .... . .. .. 920-426-4821 Young Eagles . . , , ...... . ..... 920-426·4831 Benefits Aircraft Financing (Textron) ". 800·851·1367 AUA ..... ,',., .. . .... ".,' 800-727·3823 AVEMCO " " , ........ .. , .. 800-638-8440 Term Life and Accidenta l .. , , .. 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitting article/photo; advertising informa· tion 920-426·4825, . , ... .... , , FAX 920·426·4828 EM Aviation Foundation Artifact Donations ... .. , , . , , , 920·426-4877 Financial Support , . , . . . . . . .. 800-236-1025

MEMBERSHIP INFORMATION

S.H. "Wcs" Schmid

DIRECTORS

EMERITUS

Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904

920/231·5002

EM AirVenture Fax·On·Demand Directory .. , , . , , . .................. 732·885·671 1 Auto Fuel STCs . . .. . .. , , , , .. . 920·426·4843 Build/ restore informa tion .... . 920·426·4821 Chapters: locating/organizing .. 920·426·4876 Education ..... . ..... , , , , , , . 920·426·6815 • EM Air Academy • EM Scholarships

2359 Lefeber Avenue Wauwatosa, WI 53213 414/77 1· 1545

152 1 E. MacG regor Dr.

New Haven, IN 46774

219/493·4724 chiefl025@aol.oom

rgomoll@hotrnall.com Dale A. Gustafson 7724 Shady Hills Dr.

Programs and Activities

Membership in the Experimental Aircraft Associ· ation, Inc. is $40 for one year, induding 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 (or Foreign Postage,)

Geoff Robison

Roger Gomoll

EAA and Division Membership Services 800·843-3612 , , . , . . . .. , . , FAX 920-426·6761 Monday-Friday CSn (8:00 AM-7:00 PM • New/renew memberships: EM, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAFI) • Address changes • Merchandise sales • Gift memberships

Jeannie Hill Harvard, IL 60033

Steve Krog 1002 Heather Ln. Hartford, WI 53027 2621966·7627 sskrog@aol.com

Robert C. "Bob" Brauer 934 5 S. HOkne

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

E-Mail: vintage @ eaa.org

Web Site: http://www.eaa.org and http://www.airventure.org

Current EAA members may join the Vintage Aircraft A5sociaton and receive VINTAGE AIR· PLANE magazine for an additional $36 per year. EAA Me mbership, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazin e not in cluded). (Add $7 (or Foreign Postage,)

lAC Current EAA members may join the Interna tional Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an addi· tional $40 per year. EAA Membership , SPORT AEROBATICS magazine and o ne year membership in the lAC

Division is available for $50 per year (SPORT AVIATION magaZin e not included). (Add $10 for Foreign Postage,)

WARBIRDS Current EM members may join the EM War· birds of America Division and receive WARBlRDS magaZine for an additional $35 per year. EAA Membership, WARBIRDS maga zin e and one year membership in the Warbirds Divi· sio n is available for $45 per year (SPORT AV IATION magazine not included). (Add $7 for Foreign Postage.)

EAA EXPERIMENTER C urr ent EAA members m ay receive EAA EXPERIMENTER magaZ ine for an additional $20 per year. EM Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magazine not included). (A dd $8 {or

Foreign Postage.}

FOREIGN MEMBERSHIPS Please submit yo ur remittance with a check or draft drawn on a United States bank payable in United States dollar s. Add requ ired Foreign Postage amount fo r each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright ©2OO1 by the EM Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091·69431 IPM 1482602 is published and owned exclusive~ by the EM Vintage Aircraft Association 01 the Experimental Aircraft Association and is published monthly at EM Aviatioo 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 Vintage Aircraft Association. PO. Box 3086, Oshkosh, WI 54903·3086. FOREIGN AND APO ADDRESSES - Please allow at least two mooths fOf delivery 01 VINTAGE AIRPLANE to loreign and APO addresses via surtace mail. ADVERTISING - Vintage Aircraft Associatioo does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.EDITO RIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those 01 the authors. Responsibility IOf accuracy in reponing rests entirely with the ContributOf. No renumeration ~ made. Material should be sent to: EdITor, VINTAGE AIRPLANE, PO. Box 3086, Oshkosh, WI 54903·3086. Phone 920/426·4800. The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM, EM INTERNATIONAL CONVENTION, EM VINTAGE AIRCRAFT ASSOCIATION, INTERNA· TlONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered Iradernarf<s. THE EM SKY SHOPPE and logos 01 the EM AVIATION FOUNDATION, EM ULTRALIGHT CONVENTION and EM AirVenture are trade marks of the above associations and their use by any person other than the above association is strictly prohibited.

VINTAGE AIRPLANE

INTAGE

MER

HANDISE

a. Fleece Youth Vests . . . . . $12.95 Th ese sort fl eece vests are ava ilabl e in roya l blue. grey. and green. State size sm-xl. blue sm r00587. bluc Ig Vl0509, blue xl Vl0510 grecn sm \,10511 , green xl Vl0514 grey SOl VI 0515, grey md \'00516. grey Ig VI0517

grepl VI0518

b. Travel Mug · ... .... . .. ... V00342 $ 12.95 Class ic stainl ess steel mug with plasti c

handl e and cap. Standard base l'its most

car CliP holdcrs.

c. Leather Varsity Jacket · .... ...... md V00344 $229.95

............ Ig \100345

............ xl \100346

Lea th er and wool are combin ed to crea te

this classic jacket with embossed vintage

ai rpl anes and Vin tage logo on th e back.

d. Embossed Denim Jacket · .... . .. ... md \100241 $65.99

. . . . . . . . . . . . Ig V00242

. . ... . . . . . . . xl V00243

..... . ..... . 2x V00244

Cotton denim jacket with Vintage patch

on the [I'ont and embosse d pl anes and

logo on th e back.

e. Pocket Vest . . . . . . . . . .

$29.95 Ig \100507 xl \100493 Ig V00494 xl V00495

Grea t [or traveling. thi s vest helps to

keep your hands free [01' using a cam era.

caring luggage 01' simply gl'ca t for around

th e town activiti es . Com es in olive or

khaki (not shown) .

Khaki Olh'c

f. Coffee Mug · .... . . . .... .. V002:l4 Enjoy YOUI' morning coffee with thi s blue trimmed Vintage logo mug.

ORDER ONLINE

WWW.EAA.ORG TELEPHONE ORDERS

800-843-361 FROM US AND CANADA ALL OTHERS CALL

920·426·591 2

P.O . BOX 3086 OSHKOSH,WI54903-~lofle

This dark navy knit sweater has cotton patches at the shoulder and elbows and sports the Vintage logo. sm V00516. md V10523 xl V10525. Ig V10524, xxi V00517

Leather Bags from Vintage Aircraft embossed logo gl'aces each of fin ely CI'afted . genuine leather bags. which come in either tan or bl ack.

h. Leather Pocket Bag . .. . V00512 $46.95 Convcnient phone/sunglass pocket make this bag a definite accessory. Approxi mate size: 9"h x 6"w x 3"d

i. Leather Ba£kpa£k •••$49.95 tan V00498 black V0051 1 PerFectly sized with convenient zippered pockets on the inside and outside. Approximately: II "h x 9"w x 4.5"d

j. Leather Pouch. . . . . . . rnn V00584

$21.95 black VOO513

Flapped . soft leather bag has shoulder strap. Approximate size: 7.5"h x 5"w x l.5"d

Leather Briefcase •••••••

$79.95 black V005 10

rnn V00497

Crafted with a rich design . this case has severa l interior pockets and goes from home to the boal'droom in style. Approxi mately 12"h x 16"w x 4.5"£1

I. Golf Shirts . . . . . . . . . . .. $31.95 The Vintage logo golf shirt is your versatile. co mfortable. 100% combed cotton sport shirt for almost every activity. Seagrass sm V00538 xl V0054 1

md V00539 2x V00542 Ig V00545

Maize Yellow Sill V00555 xl V00558

Ig V00540

xl VOO546

md V00550 2x V00554

Ig V00552

IIId V00556 2x V00559

Ig VOO557

m. Woman's Blouse . . . . . . . $84.95 This lovely. cotton/poly blend shirt is trimmed with genuine Austrian crysta ls and is wrinkle free . Machine was hable. V10496 ... .. ....... Pink size 10 V10497 .. . .... . ... Black size 12 V 10498 .......... Cream size 14 n.

Safari Vest . . . . . . . . . .. black Sill V00506

$39.95 black IIId VOO492

Looking for a versatile vest. this one has the Vintage Logo and vent with adjustable side belts For a comFortable fit. 100% cotton.

o. Vintage Caps ............

$12.95

Choose a co lor and style to fit your personal taste. Stone ...... . ........... \100225 Royal Blue .............. \100355 Khaki (not shown) • • • • • • • • • • • • \100356 Olive (nul sho\\n) • • • • • • • • • • • • \100357 Red ................... \100359 Maroon ................. \100438 Red w/nal'Y (not shown) • • • • • • • • \100361 Khaki w/nal'Y ............. \100439 Yellow wlnavy ............ \100435 Natural wIred (not shown) • •• • •• \100436 Red w/black ............. \100437

p. Youth Camo Shirt .......

$19.95

Sport shirt features four buttoned pock ets and Vintage Logo. Made of 65% 1)0Iy/35% cotton and is machine washable. Youth sizes: sm \100609 IlId

Ig \100611 xl

q. Ladies Scoop.neck Tee 81m . .......... \110485

$49.95

Genuine Austria crysta ls outline the Vintage logo on this navy SpOlt tee. 95% cotton/5% spa ndex fabl'ic holds it's shape and keeps you cool.

r. Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available. 1990 and berore .......... $25.00 After 1990............... $30.00

s. Youth Flight Jacket

$38.95

This classic jacket is sized for young people. Madc of nylon with knit collar, cuffs, and waist. Sports an orange liner. Youth sizes: Sill \100605 md \100606 Ig \100607

t. Novelty Dolls .... , \110500

59.95

A great conversa tion piece, these dolls look clever standing by your ai rplanc. Appl'Oxately thl'ee feet tall.

u. Zippered Sweatshirt . , .. , 59.95 50% cottonl50% poly and machine wash able, this top has an elegant outline al'Ound the Vintage logo with genuine Austria n crysta ls. Comes in navy or forrest green. navy md \110489 navy Ig \110490 nal'Y xl \110491 green md \110492 green xl \110494

MAIL ORDERS P.O . BOX 3086 OSHKOSH, WI 54903-3086

ORDER ONLINE

WWW. EAA .ORG

BETTER IDEA #28