VA-Vol-30-No-10-Oct-2002 by EAA Vintage Aircraft Association

VOL. 30, No. 10

OCTOBER 2002

STRAIGHT & LEVELlButchJoyce 2 VAA NEWS/H.G. Frautschy

4 OVER-THE-COUNTER MEDICATIONS

AND FLYING

MAYBE YOU SHOULDN'T

6 THE GLOW OF OLD INSTRUMENTS

JOHN MILLER

7 MYSTERY PLANE 8 CECIL HESS AND HIS AIRPLANE

MIss FORTUNE'S PREVIOUS OWNER

WAS A COLORFUL CHARACTER/ Bob Howie

12 EAA AIRVENTURE OSHKOSH 2002 THE VAA AREA WAS THE PLACE TO BE! H.G. Frautschy

EAA SPLASH-IN 2002 Norm Petersen

24 WHAT OUR MEMBERS ARE RESTORING/H .G. Frautschy

PASS IT TO BUCK/Buck Hilbert

27 CALENDAR 28

NEW MEMBERS

CLASSIFIED ADS

WWW.VINTAGEAIRCRAFT.ORG FRONT COVER: I'll bet Martin and Osa Johnson would be thrilled to see the fi足 Publisl,er Eclltor-ill-CIIle( Executive Director, Editor VAA Adlllillistrative Assistallt Executive Editor COlltributillg Editors Grapllic DesiSl,er PltotograpllY Staff

TOM POBEREZNY

scon SPANGLER HENRY G. FRAUTSCHY THERESA BOOKS MIKE DIFRISCO JOHN UNDERWOOD BUDD DAVISSON OLIVIA L. PHILLIP JIM KOEPNICK LEEANN ABRAMS

Aclvertisillg/Eclitorial Assistallt ISABELLE WISKE

nal product of the late Buzz Kap lan's Born Again Restorations, their second Sikorsky S-38 replica . EAA photo by Lee Ann Abrams, shot with a Canon EOSln equipped with an 80-200 mm lens on 100 ASA Fuji slide film. EAA Cessna 210 photo plane flown by Bruce Moore.

BACK COVER: Bill Ellsworth has been a regular contributor to the EAA Sport Aviation Art Competition, and this year's effort, awarded an Honorable Mention ribbon is " Shake, Rattle , Roll , Pitch and Yaw," an 8xl0 inch etchi ng. Bill do足 nates his artwork to EAA each year. One of the stairways in the EAA AirVenture Museum is a gallery of his artwork, with 29 pieces of his handiwork on display. Bill is a self-taught artist , and a retired Naval Aviator, a veteran of WW-II , Korea and Vietnam during his 27 year career.

Be LE BY ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION

Prudent operations A year of trial is now behind us, and as we approach the holidays, I'm keeping my thoughts positive with regard to the challenges we've faced as a nation and as an avia tion community. In the immediate days following September II, it was hard to find a silver lining in what seemed like the darkest cloud we'd ever seen. But thanks to the leadership shown by EAA and many others, most of us were able to get back in the air. Unfortunately, more often than not, politics seem to be dic tating the "requirement" for temporary flight restrictions (TFRs), many of which still ad versely affect many of our fellow members. Included in that group are those who fly banner towing aircraft or the dedicated folks who fly out of airports like College Park, near our nation's capital, who have to deal with overreach ing restrictions regarding their operations. The FBOs at fields like these are suffering as well. If you've ever wondered what bene fit being a part of EAA is to the Vintage Aircraft Association, the work being done on all of our be half by the Government Programs staff, including EAA's outstanding Washington representative, Doug Macnair, has proven it's worth a hundredfold. Without their rea soned input to the government's decision makers, it is certain that we'd be operating within a much more restricted set of rules. Having said that, it's really important that each of us un derstands the current set of NOTAMs and gets used to con tacting FSS before flying to ensure

nothing new has popped up. The Internet is fantastic for this pur pose, and a great place to start is EAA's Flight Planner. Go to www.vintageaircraft.org and you'll see an icon to access this great members only benefit. Combined with a DUATs briefing, your call to FSS can be pretty short. Think of it as a good excuse to refresh your flying habits. The FAA is under great political pressure to clamp down on air space Violators-just ask anyone who has wandered into the pro hibited area above Camp David, or the TFR over the president's ranch in Texas. It's bad enough for those involved, but it affects each of us. Everyone of these publicized inci dents doesn't help us be seen in a positive light by government offi cials or the general public. Be assured that EAA, the VAA, and other organizations are doing their best to keep us in the air with as few restrictions as possible. We need your prudent aircraft opera tion to keep the airways calm and navigable. It really is a time for us to pull in the same direction, and for the most part, I think we're do ing it well. Let's not let up! Many of you have seen our "Free Skies. Forever." bumper sticker. That's not just a catchy slogan; it's intended to send a message that we, as a family, won 't give up our right to fly without a fight. The EAA family is not just the great staff at headquarters-it's all of us, members together with a common bond, a purpose that guides us. At EAA AirVenture this year I saw the record attendance and enthusiasm of the VAA members, and it made me proud to be one of you.

There was a new appreciation for the fact that we do have this free dom of flight, and that it really could be taken from us at any mo ment. It's unfortunate, but I know that there are a few individuals who have decided to sell their aircraft beca use of wha t has taken place during the past year. Most likely, these people were casual users of aviation. The dedicated aviation people seem to be sticking with avi ation; in fact, they have become more dedicated to the movement. Your membership in the Vintage Aircraft Association shows you to be a dedicated aviation individual. You have demonstrated this by making an effort to belong to a group of individuals who share your common interest in aviation. It continues to make me proud to be able to serve this membership as an officer and to help further our collective interests. As a mem ber there 's certainly something you can do. Do you know some one who feels the way you do about vintage airplanes? Ask him or her to become a VAA member, and be sure to continue to renew your membership. You only need to look at the beautiful restored aircraft in this issue of Vintage Air plan e to see the dedication I am writing about. Let all of us pull in the same di rection for the good of aviation. Remember, we are better together. Join us and have it all. -Butch .... VINTAGE AIRPLANE

VAA NEWS

COMPILED BY H.G. FRAUTSCHY

EAA, COPA SEEK SFAS FOR CANADIAN OWNER MAINTAINED AIRCRAFT EAA and the Canadian Owners and Pilots Association (COPA) offi cially appealed an FAA decision issued on July 26 denying Special Flight Authorizations (SFAs) for Canadian aircraft certificated in the Owner-Maintenance (O-M) cate gory. The 33-page appeal, with a cover letter signed by EAA President Tom Poberezny and COPA President Kevin Psutka, was delivered to FAA Director of Flight Standards James Ballough on August 20. FAA Manager of Aircraft Mainte nance David Cann denied the SFAs because he said regulations covering Canadian owner-maintenance air craft were not on par with those covering the U.S. amateur-built cate gory of airplanes. EAA and COPA argue that the Canadian owner-maintenance cate gory operates under similar regulations as Canadian amateur built aircraft and has an equal level of flight safety. Canadian amateur built aircraft have operated safely for 20 years under FAA-approved SFAs. EAA and COPA provided the fol lowing detailed support for their position: • The COPA Guide to the Owner Maintenance Category, showing the history of the Canadian owner-maintained category and which aircraft are permitted to apply for this certification. • EAA/COPA AFS 300 Letter Fact Sheet, which corrects errors in fact stated in Cann's denial of SFAs. • EAA/COPA Like Aircraft Comparison Table, comparing U.S. Canadian regulations for various aircraft cat egories. • Sample U.S. SFA Owner-Mainte nance Operating Limitations, 2

OCTOBER

2002

showing reasonable U.S. operat ing limitations that could be issued to Canadian O-M aircraft. COPA and EAA initially asked the FAA and TC to look at these aircraft for border-crossing authorization back in 2000. It is hoped that the n ew appeal results in a new border crossing SFA for the Ca nadian O-M aircraft. Until then, Canadian O-M aircraft are not permitted to fly in the United States. For more informa tion , visit the CO PA website at www.copanational.org/non-members/index.htm.

EAA CHAPTER WEB AREA

REDESIGNED!

Over the past few months EAA staffers have been working on re designing the Chapters area on the EAA website. It now has a whole new look and has been reorgan ized to better meet your needs. New information has been added as well as updates to existing infor mation. If you're looking for great ideas on how to enhance your Chapter's activities or fly-ins, the Chapters section of www.eaa.org is a great place to look! Go to the web and check it out at

www.eaa.org/chapters/default.asp.

FLIGHT ADVISORS/ TECHNICAL COUNSELORS SEARCHES AGAIN AVAILABLE After some careful retooling , the EAA Flight Advisor and Tech nical Counselor look-up pages are better than ever and back online at the EAA members-only website:

expertise with aircraft builders . Technical Counselors are part of the "members-helping-members" tradition of EAA. They advise builders on constructing a safe, air worthy aircraft for final FAA inspection. These volunteers visit projects and advise builders on how to comply with building instruc tions and federal regulatiOns. Technical Counselors offer tips based on their experience and help builders avoid costly mistakes. Through Technical Counselors, EAA helps maintain the excellent reputa tion of the amateur-built program. More than 500 Flight Advisors are EAA member-volunteers who can help yo u evaluate your own flying skills. If you need more instruction in a certain type of airplane, a Flight Advisor can help you find it. If you choose to have a test pilot fly your airplane instead, a Fligh t Advisor can help you find and evaluate other pilots. Flight Advisors also have ac cess to EAA resources to assist you. The site uses current databases of active Tech Counselors and Flight Advisors, and both are fully func tional with the latest Netscape and Microsoft Internet Explorer browser software. If you need a Flight Advi sor or Tech Counselor, this is the place to go. You may also contact the EAA Safety Programs adminis trator at 920-426-6864 or at safetyprograms@eaa.org if you need further assistance.

http://members.eaa.org.

TAKE THE MYSTERY OUT OF TIG WELDING AT THIS FALL'S EAA SPORTAIR WORKSHOPS

You can now search a database of more than 1,100 EAA Tech Coun selors by regions as well as by states using the same regional boundaries as the FAA. An EAA Technical Coun selor is an experienced volunteer advisor who shares knowledge and

TIG welding is rapidly becoming the preferred method of welding for aircraft builders, but this new tech nology demands knowledge and proper technique to be safe and ef fective. With concentrated weekend courses to help builders learn and

Franklin Engine

Airworthiness Directive

Emergency Airworthiness Direc tive 2002-18-51, grounding aircraft equipped with Franklin 6A-350_and 6A-0350-C1A, Cll, C2, and C2A as well as 4A-235-___ that have di aphragm-type fuel pumps model number AC4886 (AC P/N 5656774, PZl P/N 26.11.1710), has been is sued by the FAA. PZl states in its mandatory bulletin PZL.F71/2002 that a new fuel pump design is being certified, but that until the new pumps are installed, all aircraft with the affected engines installed are grounded. The bulletin states the new pump was to be certified in Sep tember of 2002, with production to follow. No time frame for deliveries was mentioned. The AD does not ap ply to any aircraft equipped with gravity-feed fuel systems. For more information, you can ac cess the AD at www.faa.gov. Under "Regulatory/Advisory," click on "Air worthiness Directives" and enter the AD number. You can also call Rich Woldan at the FAA Engine Certifica tion office, 781-238-7136.

use TIG welding on their aviation projects, EAA's SportAir Workshops and Lincoln Electric have teamed up for courses on November 8-10 and December 6-8 at the state-of the-art Alexander Technical Center in Griffin, Georgia. The two-and-a half-day courses allow participants to learn the basics and safely weld 4130 chromoly tubing and aluminum. Lincoln Electric's profes sional instructors and small class sizes allow individual attention and hands-on training in this important aircraft building technique. TIG welding, also known as gas tungsten arc welding, creates supe rior quality welds with precise control of heat and other variables. The technique is becoming more popular because it allows beginning welders to progress more rapidly than in traditional gas welding. Stu dents from beginners to experienced aviation technicians and mechanics

will gain valuable experience in these sessions. Each class is limited to 12 stu dents. Registration fees are $349 for EAA members and $379 for non members. More information and registration materials are available by calling 800-967-5746 or visiting the EAA SportAir Workshop website at www.sportair.com.

RADIO ARTICLES NEEDED Have you successfully installed a radio (handheld or panel mount) and

an external antenna in your vintage airplane? One of the most common questions we field here at EAA head quarters concerns the installation of radios in airplanes with and without shielded ignition systems. If you've had success with either type of in stallation in an airplane with or without an electrical system, we'd like to hear from you. Drop us a note at vintage@eaa.org or call the VAA at 920-426-4825. Help out your fellow VAA members, and add to our collec tive knowledge base.

BOOK NOTES

A couple of inter

Many of us have heard of this book in

esting books have

our aviation history books , but few of us

come across the

have ever seen a copy of it, particu larly in

Vintage Airplane ed

English. Birdflight as the Basis of Aviation

itor's desk recently.

by Otto Lilienthal is an intriguing book, filled

Unlocking the Sky:

with more than 100 drawings, graphs , and

Glenn Hammond

diagrams showing how Lilienthal came to

Curtiss and the

his understanding of flight in the 1890s .

Race to Invent the

Unlike so many other bird watchers, Lilien

Lj".,------'-'

thal , with assistance from hi s brother

esting look at one of aviation's true

Gustave, studied the detai ls of how birds

pioneers, whose mechanical ingenuity and

fly. They learned precisely what a bird does

tenacity saw him through the turbulent and

with its wings-how it alters dihedral to

litigious early days of the aviation industry.

change stability and how it varies the curva

His difficulties with the Wright brothers are

ture to change lift and drag in various flight

reviewed in depth, as well as his collabora

situations . The book published now is a du

Airplane is an inter-

tion with Alexander Graham Bell, and his

plicate of the first edition published in

unfortunate business dealings with Augus

1889 , and while it certainly should not be

tus Herring. Written by Seth Shulman, it is a

considered a modern-day "how-to " book, it

fascinating account of the first half of the

gives the aviation enthusiast a new per

career of one of America's most gifted self

spective on what early aviators knew .

taught engineers. Shulman is not a pilot,

Anyone serious about aviation (and quite a

and there are a couple of factual errors that

few who never did understand the problem!)

slipped in . (For instance, contrary to a state

in the 1890s and early 1900s read this

ment in the book , both Wright brothers

book, and now you can, too. Published by

completed four years of high school-Wilbur

the American

didn 't get his diploma when Bishop Wright

Aeronautical

moved the family from Richmond, Indiana,

Archives , an

to Dayton during the last days of his senior

imprint of

year. Later, Shulman misinterprets the func

Markowski

tion of an aileron.) None of the " non-pilot"

International

errors detract greatly from the account, and

Publishers, its

it still proved to be fascinating reading. Pub

ISBN is 0

lished by HarperCollins , Unlocking the Sky:

938716-58-1.

Glenn Hammond Curtiss and the Race to In

The publisher

vent the Airplane is listed as ISBN:

can be reached

0-06-019633-5 .

at 717-566-0468. VINTAGE AIRPLANE

• • Maybe You Shouldn't ... FROM FAA PUBLICATION AM-400-92/l

a€>

commonly held belief is that medicine cures all that ails. Whether medicine is prescribed by a doctor or is an over-the-counter medication (OTC) that you have selected, as a pilot you must consider the effect it will have on your performance. When you are given a prescrip tion, your doctor explains the possible side-effects of the medica tion you are about to take. Your pharmacist also outlines them when filling the prescription. However, when you treat yourself with a nonprescription medication, you become your own doctor and pharmacist. Therefore, you must in form yourself of the possible adverse reactions that you might encounter. The following will help you under stand some of the basics that you will need to successfully accomplish this task. OTCs are any legal, nonprescrip tion substance taken for the relief of discomforting symptoms. This sub stance may be in the form of capsules, tablets, powders, or liquids. When you are not feeling well, your best action is to ground your self and wait until you have recovered before resuming your pi lot duties. There may be times, however, when you feel that you must fly and will be tempted to doctor yourself with OTCs . At these times it is good to remember that the OTCs only hide your symptoms for a while. They do not

OCTOBER 2002

usually "cure" the condition, and you will not be at peak physical performance while you fly. There are two main areas of con cern about unwanted reactions to medications. . Allergy is a rare and unpre dictable reaction to a substance. If you know that you are allergic to something, you should care fully read the list of ingredients of any OTC to assure that none of the substance is included in its formulation . • Possible unexpected side-effects can take many forms, including drowsiness, impairment of judg ment, upset stomach or bowels, disturbance of vision, or even itch ing . Any of these could cause an impairment that might lead to inca pacitation while flying. Decongestants and caffeine (contained in coffee, tea, cola, chocolate) are both strong stimu lants in some individuals. Mixed together, they can make you "hy peractive." Note also that some cough syrups contain a deconges tant.

SUMMARY ADVICE READ and follow label direc tions for use of medication. If the label warns of side-effects, do not fly until twice the recom mended dosing interval has passed. SO, if the label says, "take every 4-6 hours," then wait at least 12 hours to fly.

Remember that the condition you are treating may be as disqualifying as the medication. When in doubt, ask your physician or Aviation Medical Examiner for advice.

us. Department of Transportation federal AvIatIon AdmInIstratIon

As a pilot, you are responsible for your own per sonal"pre-flight." Be wary of any illness that requires medicine to make you feel better. If an illness is serious enough to require medica tion, it is also serious enough to prevent you from flying. Do not fly if you have a cold -changes in atmos pheric pressures with changes in altitude could cause serious ear and sinus problems. Avoid mixing decongestants and caffeine.

Beware of medications that use alcohol as a base for

the ingredients. The above article can be found at http://www.cami.jccbi.gov/AAM-400A/400aotc.html. At this site you will also find a list of common OTCs listing the type/name of the medication, side effects of the medication, and interactions the OTC may have with other medications. We have not in cluded the current chart due to the fact that the FAA will be revising the medications brochure to include information about newer pharmaceutical products. They plan to publish a new brochure later this year. You can view this revised chart at the above website as well. .......

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Visit the Website: www.mikeshangar.com VINTAGE AIRPLANE

John Miller Recalls ...

The of old instruments JOHN M. MILLER Many years ago in aviation, be fore World War II, few airplanes had electrical systems. After the air regu lations came into effect in 1927, requiring position lights for night flying, airplanes had position lights installed, but to use them a battery had to be installed temporarily for the flight proposed. Since night cross-country flying was so rare, some pilots would use one of the Hotshot 6-volt pack batteries to power the position lights, but they would turn them on only when near an airport to conserve the battery. Otherwise an automobile or motor cycle battery would be used, and then recharged later on the ground. Regulations were lax. Panel instrument lights were not used because they would soon de plete such a battery. Therefore, the instruments had glowing radiant di als and pointers. When flying in the dark, the instruments were clearly visible, but the pilot's eyes were not affected as they are by the bright electric instrument lights of today, so pilot's night vision was not affected. The gentle glow of the dials did not reduce outside vision noticeably. In 1930 I was instructing flight students at Teterboro, and a young lady came to me wishing to learn to fly. She said that she had a terminal case of leukemia and wanted to fly before she died. She said further that the leukemia was caused by the fact that for several years she had worked in a factory that painted the glowing material on dials of aircraft instru ments and wristwatches. In the process of hand painting the num6

OCTOBER 2002

bers a tiny artist's brush was used. The painters sharply pointed the brushes by moistening them be tween their lips hundreds or even thousands of times per day, month after month. All of the girls came down with leukemia.

She said that

she had a tenninal

case of leukemia

and wanted to fly

before she died.

The paint used for the purpose consisted of a zinc compound that was activated to glow by a very tiny bit of radium mixed into it, a really tiny amount. If you can still find one of those old glowing dial instru ments or an old wristwatch, in the dark take a magnifying glass close to it and you can see many tiny flash ing sparks. The radium is energizing the zinc with practically everlasting energy. It takes only a few molecules of the radium, mixed into a huge amount of the zinc compound, to make it glow. Of course, the girls were concen trating the effect of the radium on their lips, with fatal results, without realizing it. I do not believe that the manufacturer knew it either, until the girls became ill. Not that much was known about radium at that time. By over reaction, typical of lawmakers, the use of radium-acti vated instrument dials and watches was outlawed entirely and arbitrar

ily. No consideration was given to the fact that no one had ever ac quired any detrimental effect from looking at radium aircraft instru ments during thousands of hours of flying or from wearing radiant dial wristwatches 24 hours per day for much more than 50 years, until they were no longer available. That must be why I am in such bad shape at al most 95! I flew thousands of hours with the entire panel covered by ra diant-glowing instruments. Also, apparently no consideration was given to the fact that the paint ing of the dials could have been done by remote or automatic machinery, with no one being nearby. The han dling of the radium and paint could now be done by computer control. Recently, when returning from a night cross-country flight, I was on final approach for landing with trees not far from each wingtip and close below me. The instrument lights failed suddenly due to a failure of an electronic control. The lights had been turned down to dim, but my eyes did not readjust quickly to the darkness. However, there were visual glideslope lights on the runway, and I was able to continue the approach to land safely while not able to read the airspeed indicator. I could have read the old glowing instruments clearly. I miss those old instruments. It seems to me that in this age of computer-controlled robot machin ery their manufacture could be revived. The radiant instrument numbers are of no danger to the pi lot. The above incident inspired me to write this article. .....

H.G.

FRAUTSCHY

mailplanes for the Post Office De partment. The aeroplane used was not a Curtiss, but the Standard J. It was given engineering Model Num ber L-411-1 but was overlooked on the 1935 redesignation list. "Other than the conversion of the front cockpit to a mail pit and the in stallation of a 160 hp Curtiss C-6 engine, the major change to the Stan dard was the fitting of entirely new wings. These were shorter than the 44 feet, 10 inch (13.66 meter) of the Standard, were of equal span, with With a wingspan of 33 feet, and a length of nearly 27 feet, the Curtiss Night only one bay of struts, and used the Mall was powered by a Curtiss C-6 engine, giving it a cruising speed of 85 mph. new thick-section USA-27 aerofoil. "Approximately six were deliv The July Mystery Plane was a Pete Bowers supplied us with the ered, and at least one was used by toughie, but George Alleman, Plac photo we used. Pete referred us to the Post Office as a two-cockpit his write-up in the Curtiss book he utility aircraft rather than a single erville, California, got it right: I believe the July Mystery Plane wrote for the Putnam series of avia seat mailplane." is a Curtiss Night Mail of about tion history books, which was 1923. Powered by a 160 hp Curtiss published by the Naval Institute Robert Ramey of Coopertown, C-6 engine. Used as transportation Press (ISBN 0-87021-152-8). North Dakota, sent us a reply that to repair beacons. Photo probably "The Curtiss Night Mail of 1922 was pretty close, guessing it was a taken at Hadley Field, New Jersey, was a quick attempt at adapting ex Standard]-1. Our thanks to those of isting war-surplus aircraft to low-cost you who sent in replies. about 1926. ...... THIS MONTH'S MYSTERY PLANE COMES TO US VIA THE COLLECTION OF ILLUSTRATOR BOB O'HARA, GEORGETOWN, CALIFORNIA.

SEND YOUR ANSWER TO: AIRPLANE, P.O. Box

54903-3086.

3086,

EAA, VINTAGE OSHKOSH,

YOUR ANSWER NEEDS TO

BE IN NO LATER THAN NOVEMBER 15 FOR INCLUSION IN THE JANUARY

2003

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. INTEREST INGLY, ABOUT HALF OF OUR MYSTERY PLANE ANSWERS NOW COME TO US IN THE FORM OF E-MAIL.

VINTAGE AIRPLANE

Cecil Hess

AND HIS AIRPLANE

Miss Fortune's previous owner was a colorful character As originally published in the May/June 2002 issue of Waco World News, the official publication of the American Waco Club. BOB HOWIE

Cecil Hess was born in 1902 and came to Reedsburg, Wisconsin, in 1920, finishing high school shortly there after. He followed up with flying lessons in a Curtiss Jenny. Cecil was a machin ist and mechanic and attended the Sweeney Automobile and Aviation School in Kansas City. Cecil worked nine years for others as a mechanic until he bought his own shop in Reedsburg in 1931. During this time he continued flying, deciding to buy his own airplane in 1928. He chose an ox-s powered Waco Model Ten. 8

OCTOBER 2002

The Waco Ten, serial number 1214, was completed by Advance Aircraft Co. on November 12, 1927, and was delivered by rail to John P. Wood's Northern Airways at Wausau, Wisconsin, on January 5,1928. John Wood was a well-known Advance Aircraft Co. dealer who went on to win the 1928 Ford Air Tour with his modified Waco Taperwing. Cecil purchased the plane from Northern Airways in March 1928 for $2,500. The Waco was assigned iden tification number 4779. After some familiarization with the airplane and completing the paperwork on April 20, Cecil flew his new Waco Ten home to Reedsburg on April 27. The Reedsburg Free Press reported that he covered the 115 miles from Wausau to Reedsburg in 50 minutes, apparently taking advantage of what must have been about a 65 mph tail wind. Cecil and his Waco Ten pro vided real encouragement to the local people who were promoting a Reedsburg airport when he built a hangar on land recently obtained by the city for an airport. Cecil pro ceeded to fly around the countryside barnstorming and doing air shows, landing in farmers' fields and carry ing passengers for rates of a penny a pound (up to $2.50) to $10, depend ing on the crowds. Later in 1928 Cecil broke a wing and propeller be cause of a "bad landing." In August 1928 John Wood sold Northwest Airways its first Waco, the Wright J-4 powered Model Ten, number C7446. The Northwest Air

ways route map showed the Reeds burg Public Field just north of the Madison-La Crosse leg of the Chicago-Milwaukee-St. Paul route. Charles "Speed" Holman, North west's operating manager and a contemporary of Cecil's, flew North west's Waco Ten C7446, first as a straightwing and later as a taper wing, through the Reedsburg area. Cecil later recollected how during his barnstorming and air show times he flew with Speed Holman and other noted area fliers. During an air show at Reedsburg in early July 1930, misfortune was present. A young aviatrix riding the wing of Cecil's Waco hundreds of feet above the ground stepped into the slipstream, leaving behind her the clatter of the OX-5. She expected to thrill the crowd with her gentle descent to the ground, but her para chute did not open. The girl was 19-year-old Mae Rox, who billed herself as "Peaches La Mar." Cecil, obviously through respectful re membrance, determined that ever after his Waco Ten would be named the gently appropriate, but curiously enigmatic Miss Fortune. Early on, Cecil decided that he did not need to bother with mun dane matters such as pilot certificates and aircraft licenses or the related baggage such as log books and inspections. He was a qualified mechanic and knew his airplane and how to fly it. The Waco had an ID number, 4779, from the government. What else

was needed? Besides, he had been protected by the" grandfather act." Cecil, unencumbered by regulatory inconvenience, continued to fly Miss Fortune, by his accounts put ting about 450 hours on her through the mid to late 1950s. Our modern world eventually caught up to Cecil. After rebuilding the Waco in 1959, he continued to fly her. The old Waco had never re ceived an airworthiness certificate, and Cecil somewhat innocently made an application for registration of the airplane in 1962. But, as Cecil lamented to a newspaper reporter in 1964, "They wanted me to comply with all the new regulations, regiS tration, flyer's license, log books, air frame certification, etc." So he liter ally "hung it up," dismantling the Waco, hanging the fuselage in his shop and putting the wings in stor age at home. Fifteen years later, Cecil decided to reassemble and fly Miss Fortune af ter 50 years of ownership. He was convinced it was a feat worthy of the Guinness World Records and that the "grandfather act" made him bulletproof. On March 30, 1978, the Reedsburg newspaper pub lished an interview with Cecil wherein he announced his inten

tions to again fly Miss Fortune in cluding that he could" coax a few more barrel rolls out of her." OnJuly 23, 1978, 50 summers after purchas ing the Waco Ten from John Wood, Cecil took her to the air again over Reedsburg. If this made the Guin ness book is not known , nor is it known how many barrel rolls he coaxed out of her, but certainly an undeserved anonymity was protect inghim. But as they say, too much of a good thing... two months later, on

September 19, Cecil again pulled the propeller through, climbed into the cockpit, pushed the throttle for ward, and rolled across the field . Miss Fortune skidded out of control and went up an embankment and into some trees, knocking off the propeller and busting a wing. Some how, this caught the attention of those guys that Skeezix calls "The Federals Against Aviation" and what John Livesay would say is just a nor mal day at an out-of-the-way grass strip, and it was now a federal affair.

Kris Kortokrax levels out the Waco Ten for a "high speed " pass down the grass runway at Shelbyville, Illinois. VINTAGE AIRPLANE

Tapockata, tapockata , tapockata ... Now before you pick up your pen to scold us for publishing a picture of an air plane with no brakes, no chocks, and with the engine running and no one in the cockpit, I've been assured that Kris is In the cockpit , hunched over to stay out of sight. Honest!

Cecil was in trouble with the local judge, who threatened Cecil with jail time if he did not mend his ways. The judge felt he could t ell a threat to society when he saw one . Cecil had accumulated 2,000 hours flying time over 60 years but did not have a pilot certificate; he had put 450 hours on a Waco Ten that he had owned and maintained for 50 years but did not have a 3- by 5-inch piece of paper called a standard air worthiness certificate. Cecil never flew again and died a year or so later, truly a misfortune. Cecil 's earlier lamentations indi cate that logbooks for 4779 never existed, and the FAA file for 4779 is thin, which tends to confirm this . The file has only five or so basic doc uments in it, all dated 1928, including bills of sale from Advance Aircraft Co. to Northern Airways and Northern's sale to Cecil Hess, as well as an application for identifica tion number and license . In addition, the file contains Unli censed Identification Assignments from 1930, 1935, 1936, 1937, and 1938, which now carry the notation 10

OCTOBER

2002

"Intentional Aero batics Prohibited " which obviously, by Cecil 's creative reading , did not preclude "coaxing a few more barrel rolls out of her." Following his rebuilding the air plane in 1959,~~~~~~~~~~~~~~~~~~~~~ there is no men ~ tion of the work in the FAA file , but there is a 1962 " Ap- The current owner of Miss Fortune, Bob Howie. plication for Registration" and a 1972 revocation intending for it to be displayed in of registration letter from the FAA its original condition as rebuilt by Cecil in 1959. Miss Fortune in such with a 1981 reinstatement note. Dick Wagner, a friend of Cecil's, unembellished state would have requested the registration rein provided a rare window to avia statement . Dick had worked with tion of the late 1920s. Cecil's 1959 Cecil before Cecil died to assure rebuild was basic, consisting only that Miss Fortun e would be prop of re-covering and mechanically e rl y preserved. Dick Wagner was refurbishing the Waco. Every the head of the Wagner Founda thing was left as it came from the tion , and the Foundation later Advanc e Aircraft Co . factory in purchased the Waco Ten from the Troy, Ohio, in November 1927 estate of Cecil Hess and delivered (that is, tailskid, wire wheels with it to the EAA AirVenture Museum, no brakes, height gauge, water

The OX-5's radiator is mounted on the bottom of the wing center section. You 'll know right away if you have a leak!

temperature, oil pressure, and no airspeed or compass) and this was all topped off with the original Curtiss OX-5 with no fancy mod ernizations like Millerized valves or dual magneto conversion. Cecil skillfully concealed the Narco Su perhomer and its antenna on the shelf in his garage. Even the 1927 carbon steel streamlined wires

still had the original stamped brass MacWhyte identification tags wrapped around them. At some point in time, Ceci l conceded to the necessity of the moment and replaced the 18-inch clincher wheel rims and tires with 18-inch drop center rims with his personalized welded spoke hole re inforcements and automobile tires,

probably because clincher tires were no longe r available. The clincher wheels Advance Aircraft Co. used on the Waco Nine and Ten were Curtiss Jenny "war to end all wars" surplus parts. During the 1920s, surplus Jenny hardware in cluding wheels, nuts, bolts , turnbuckles, and cable was the in dustry standard for lightplane hardware. Ultimately, it was in 1991 that the Wagner Foundation faithfully replicated Cecil's 1959 rebuild, tak ing Cec il's Waco Ten back to its first years at Reedsburg, flying the Wisconsin air show circuit and barnstorming as Miss Fortune, thereby preserving an otherwise ir replaceable part of aviation history. Since then, Cecil's Miss Fortune has moved from WisconSin, and its OX-5 is now clattering away from the Public Field at Shel byville, Illinois, crossing paths with Speed Holman's Taperwing Waco 7446 that flies from the same summer grass and winter snow at Shelby County Airport. The Waco Ten with the OX-5, tailskid and no brakes, is a fun fly ing airplane. Ground handling on the grass is simple and effective us ing rudder, elevator, and throttle for directional control. Paved sur faces can be exciting. Ground static rpm with the 104-inch propeller is 1375 rpm. Takeoff with little effort easily meets and can readily ex ceed 1400 rpm, which provides a comfortable rate of climb. Aviation magazines from the 1920s and 1930s indicate that the OX-5 en gine operated well at the higher speeds, with classified ads com monly bragging of engines that would turn 1500 to 1600 rpm. Comfortable cruise is 1350 rpm, which provides very good control response and a ride that is solid. At 1250 rpm the ride is getting softer and control response slower. None of this matters much, since in any event, yo u won't get where you want very soon! VINTAGE AIRPLANE

EAA AirVenture Oshkosh 2002

The VAA area was the place to be! H.G.

FRAUTSCHY

It was EAA's 50th convention, kicking off a yearlong golden celebration of 50 years of EAA. We've been a part of it as an organi足 zation since 1971, and well before that, EAA members who loved old airplanes brought them to Milwaukee and Rockford for the annual get-together. The 2002 edition of the members' convention offered plenty of familiar sights and sounds, as well as a few new wrinkles. Let's take a look at the airplanes, people, and places that made the VAA area one of the most visited locations of EAA AirVenture Oshkosh.

Vernon Vick of Dublin, Ohio, shown here with his dog, Selene, restored the Grand Champion Antique Stearman. We'll have a larger pictorial article in a future issue. Herb Clark's Reserve Grand Champion Stearman is an ex足 crop duster, but It sure doesn't look like one now-it ' s very sharp, and it's certain the judges were hard-pressed to decide the top air足 plane this year. Herb Clark is from Weirsdale, Florida.

OCTOBER

2002

Congratulations to both Vernon and Herb.

AIHVENTUHE

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VAA volunteer Michael Wortherspoon of Barrie, Ontario, Canada, brought his 1966

Cessna 150F dubbed Birdie to the States, and he took home the Contemporary

Outstanding In Type-Cessna 150 plaque for his neatly maintained airplane.

Thanks to the folks at Pro Motorsports In Fond du Lac, Wisconsin, the VAA Flight Line Safety and Parking volun足 teers can get to their marshaling posts quickly and then can safely guide the many showplanes to their spots. This handsome crowd of 11 bikers Is just a fraction of the dozens of volunteers who risk a touch of sunburn to help out during the weeklong event. (/)

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~ Larry Beck's Younkin D to a G conversion Beechcraft can certainly turn heads, especially In flight, since It's so fast! It was the An足 tique Champion Customized Aircraft. VINTAGE AIRPLANE

to become a cult air足 plane-just you see. During 2001, at the Mooney Aircraft Pilots Association ' s annual event in Las Vegas, Ger足 ald Turney of Oakland, California, was tickled that his Mooney M20C was picked as the Best in Series. EAA added to the list, with the airplane being selected as the Con足 temporary Custom Class II Single Engine (161-230 hp) award winner.

OCTOBER 2002

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Jim Moss (inset) built and now flies this su perlative Laird Super Solution , which was chosen as the Grand Champion Replica An tique. Standing behind the airplane and look ing forward gives you a whole new apprecia tion for the term " blind flying. " Jim flies cross country In a series of gentle S-turns to clear the area directly In front of him as he rock ets along.

It ' s hard to believe when you look at it, but this outstanding example of a Cessna 172 is 37 years old. It has been expertly restored to its delivery condi tion , and it ' s jointly owned by Steve and Robert Koshar of Coloma , Michigan. It was the Grand Champion Contemporary winner during EAA AirVenture 2000. More than 20 past cham pion aircraft returned to this year ' s event , and they were parked in places of honor along the flight line.

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Dave Thomas puts a little body English into his di rections for one of the more than 1 ,000 show planes that parked on the south end of Wittman field. Dave ' s one of the co-chairmen of the VAA Parking and Safety Com mittee. VINTAGE AIRPLANE

Richard Weeden's Rearwin Sportster restoration has been on the list of "much anticipated" rebuilds for a few years, and it turned out to be very pretty. Dick is from Brodhead, Wisconsin.

The top of the awards list in the Contemporary category was this fine-looking 1960 Cessna 3100 painted to represent the very last Songbird flown by Sky King in the old television series of the same name. Paul Erickson of Novato, Cali足 fornia, brought the tip-tanked speedster to the convention, where it was awarded the Contemporary Grand Champion Lindy. 16

OCTOBER 2002

Eric and Deb Presten and their two young boys were in the middle of a coast-to-coast adventure with their amphibious Piper PA-16S Clipper. Eric 's PA-16 has been an integral part of his business as Presten 's Aero Photography, and the new paint job on the PA-16S really puts the finishing touch on a unique airplane. Upon leaving EAA AirVenture Oshkosh, the Prestens were heading down the length of the Mississippi River before turning left toward the East Coast and then a hopscotch run to their home north of the San Francisco Bay area.

The VAA sponsored and staffed the Tall Pines Cafe, a great place to meet for a hearty pancake breakfast. Our very first paying cus足 ~-'~' -1'- ......... tomer was Gary Assels (left), the general manager for Canadian Home Rotors, maker of the Safari helicopter. Gary's great meal was the first of more than 2,500 breakfasts served during the week. The volun足 teer effort that went into the Tall Pines Cafe was intense, spearheaded by VAA Directors John Berndt and Steve Nesse, as well as Clare Dahl (chief cook, right) , Craig Baumgardner (center), and newly elected Director Dave Clark. Many other familiar faces from the ranks of regular volunteers were also seen behind the serving counters , including Gene Chase, Dale Gustafson, Paul Kyle, and Phil Coulson.

Here's what the faces of a pair of real winners look like! In addition to being long-term VAA volun足 teers (they run the VAA button-making operation each year) Dwayne and Sue Trovillion found out they were the fortunate subscribers to an online Continental engine customer care newsletter. The company chose one subscriber at random to win a new Continental engine of his or her choice, and during EAA AirVenture Oshkosh, the Trovillions were flabbergasted to learn they had been picked as the winner. Congratulations-that ought to make the family Bonanza really zip!

Jeff Montgomery and Ron Price own this Fleet I, which is based at the Sonoma Skypark Airport. A gaggle of antique and classic airplanes departed Sonoma bound for Oshkosh, with overnight stops in all sorts of interesting places like Brodhead, Wiscon足 sin. They did pretty well after their arrival; the Fleet was judged the Antique Silver Age Champion. VINTAGE AIRPLANE

CONTEMPORARY JUDGES Back Row: Jeff Anderson, Tim Popp, Art Anderson, John Goodloe, Rick Duckworth. Front Row: Tim Greene, Mary Knutson, Liz Popp, Jay Cavender,

Dick Knutson.

Ray Cook is from Spring Grove, Illinois, and he's the lucky owner and pilot of this 1946 Taylorcraft BC-12D. Ray's Taylor足 craft was picked as the Best Classic I (0-80 hp) award winner.

Over the past few years we've noted a few more Mexican-registered aircraft on display in our area. This is the Classic-Best Navion award winner, flown to the convention by owner Luis Olaguibel,

Tepozteco, Mexico.

ANTIQUE JUDGES Back Row: Bill Halverson, Jerry Brown, Gene Mor足 ris, Charles Bell, Xen Motsinger, Mike Hoag, Dave Morrow. Front Row: Don Coleman, Dave Clark, John Pipkin, Phil Coulson, Mike Shaver, Steve Dawson, Dale Gustafson, Faye Gustafson.

Some members will go to astonishing lengths to get their favorite antique to the convention. Arngrimur Johannsson happens to also own the airline Air Atlanta Icelandic. He's always wanted to attend EAA AirVenture, so he loaded up the 747 with a Pitts and a Cub, plus a few hundred other EAAers and headed west to Oshkosh. (Okay, he did write a few months ahead and asked for a parking spot.) Pulled from the cargo hold, Arngrimur's 1943 Piper L-4/J-3 was on display in the shadow of the Boeing behemoth that brought it to the States. It was selected as the Judges' Choice antique award winner. 18

OCTOBER 2002

AIHI/ENTUHE Rare as it can be, here's the only 1935 Pasped Skylark Wi in existence. It's been to the con vention in the long ago past, but a couple of generations have never seen the airplane. A new restoration by Tom Brown of Unity, Wisconsin, has put It in prime condition, right down to its shallow windshield and the acres of aluminum fashioned into the wheel spats. Robert "Buzz" Penny of Versailles, Mis souri, now owns the Skylark. It was the Bronze Age Champion.

Brad Larson (right) and his son , Glen, (center) win the unofficial "Bet you don't see this every day" award. This is the family Cessna Airmaster, which has been a fixture at many fly-ins throughout the years. Now, they've mated the Cessna with a pair of Wipline am phibious floats, for more than twice the fun. Charlie Harris (left), VAA treasurer, had just completed a video interview with the Larsons when VAA volunteer photographer Jack McCarthy snapped this shot.

The second of two Sikorsky S-38s built by the late Buzz Ka plan's Born Again Restorations is now flying, owned by Unlimited Adventures of Las Vegas, Nevada. Painted in the ze bra stripes of Martin and Osa Johnson's Osa's Ark, it serves as a fitting tribute to Buzz and his talented group of craftsman.

CLASSIC JUDGES Back Row: Steve Bender, Stan York, Dan Knutson, Frank Bass , Jerry Gippnev, Rodney Roy. Front Row: John Womack, Clyde Bour geois, Larry Keitel, Sky Bourgeois, Joan Steinberger, Dean Richardson, Kevin Pratt, John Swander, Frank Moynahan. VINTAGE AIRPLANE

AIRVENTURE

The metal shaping tent just south of the Red Barn was always hum D.5 fJ j{ D.5 fJ ,( :d !J!J:d ming with the noise of metal hammers and the buzz of a con stant stream of questions from the many folks who stopped by to learn more about making metal conform to their wishes. KEN GOOSELL

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As emcee Charlie Harris looks on, VAA President Butch Joyce presents Paul Poberezny with a Pat Packard painting depicting the first EAA fly-in held at Milwaukee's Curtiss-Wright Airport in 1953. The presentation on behalf of the Division was made dur ing the opening ceremonies for the First Fly-In Flight Line display just north of the VAA Red Barn.

James Hardie's all black Taylorcraft turned a few heads walking by on the main drag of the flight line. It took home the Antique Outstanding Cus tomized Aircraft award to Heber Springs, Arkansas.

EAA AirVenture attracts the rare airplanes-certainly Jim Thomas' Met Co-Aire's conversion of the Piper Super Cruiser qualifies in that regard. It gets the unofficial "I know I've seen it before, but I just can't place the face " award.

1Qn<:a The Hays family has been coming to the convention for more than 30 years, and it always draws a crowd. Their collection includes a Manley Balzer rotary replica, just like the one that powered Langley's 1903 Aerodrome, and a 1903 Wright Flyer replica engine. Both were built in the Hays' shops and were run a couple of times a day in front of appreciative crowds. Besides, where else can you get the auto graph of a prehistoric ornithopter's wingwalker? 20

OCTOBER

2002

Jay Anding is from Bryan, Texas, and his Stearman is a Navy N2S1. It was chosen as the Champion World War II Military Trainer/Liaison.

NORM PETERSEN

ith the word slowly leak ing out that the annual EAA Seaplane Fly-In at the Vette Seaplane Base on the beautiful shore of Lake Winnebago is one of the most serene gatherings of water borne aircraft and people who fly them, 2002 was no exception in the size of the visiting crowds and the enthusiasm of the folks involved. Blessed with excellent weather for most of the seven days of the fly-in , the attendance this year rose to 116

registered seaplanes versus 107 last year. Once again, the grounds and facilities were in absolutely tiptop shape, due to tireless work done by a host of volunteers. The fly-in actually began back on Memorial Day weekend when some forty volunteers assembled to get the Vette Seaplane Base ready-only to have it rain all day Saturday! How ever, by Sunday, the sun had returned and two full days of dili gent work brought the grounds up

to a presentable position. All the winter debris was hauled away, trees were trimmed, brush was cleaned out, campsites were all mowed, docks were rebuilt and painted, in side work was finished on the buildings and most important, the flower beds were all replanted under the careful direction of Mary Beth Jackson. The results of this weekend of dedicated work really speak for themselves. To show how the influx of seaAbove: With the crowd looking on, this nicely painted and polished Cessna 172, N8425L, mounted on a set of PK 2300 floats, and flown to Oshkosh by Keith Pierson of Hibbing, Minnesota, is towed from the dock area to a waiting float. Left: All dolled up in original factory paint scheme is this Piper PA-11 Cub SpeCial, N4962M, mounted on a set of Edo 1320 floats and flown to Oshkosh by Glenn Whitehouse of Bon duel, Wisconsin. Gary Conger of Green Bay, Wisconsin, owns this PA-11. VINTAGE AIRPLANE

Left: This Grumman G-44 Widgeon, N62000 , was flown to Oshkosh by owner James Rodgers of Middlebury, ~ lindiana. Nicknamed the Canadian b Clipper, this Lycoming powered con I " Z version of the Widgeon will cruise with UJ a: the best and still haul a good load. UJ (/)

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Surrounded by algae, this neat Cessna 180, C-GEVY, mounted on a set of Edo 2960 floats, poses for its portrait at the Vette Seaplane Base. Flown in by Tim Haapamaki of Sudbury, Ontario, Canada, the 180 hauled four people.

planes is different from many fly ins, we have to look at the numbers as the fly-in progresses. On Tuesday morning, there were 24 seaplanes registered. On Wednesday morning, the number jumped to 48 registra tions. By Thursday morning it was at 71 seaplanes and by Sunday morn ing, there were 108 seaplanes on the sign-in sheet. By Monday afternoon, the total peaked to 116 seaplanes for the entire fly-in. Approximately one third of the total was Canadian registered with the balance being U.S. registered. Perhaps this should be called the

year of the "Cub" as some 16 Piper J-3, PA-ll, PA-18 and PA 12 Super Cruisers were flown in on floats. In addition, Eric Presten from California brought in his PA-16 Clipper on Murphy amphib floats, a one-of-a-kind seaplane. It was also fun to see two Piaggio Trecker Royal Gulls this year, a first for this gracefully de signed twin-engined pusher amphibian. A most unique antique aircraft was Glenn Larson's Cessna Airmaster 165 mounted on a set of brand new Wipline amphibious floats and flown in from the Minneapolis area. The float installation on this airplane was a most professional piece of work done at Wipline's shop in Inver Grove Heights, Minnesota. Besides a large number of sea plane rides that were given during the week, visitors were able to enjoy the Vette Seaplane Base from the wa ter by going for a ride on either of two pontoon boats that were staffed by volunteers and driven about the base. This afforded an excellent close up view of the seaplanes and the en tire base itself. Judging by the smiles on the faces as they stepped off the

~ -- - .- . A regular at Oshkosh for over 20 years is this Piper J-3 Cub, N98761, mounted on a set of highly polished Edo 1320 floats and flown by veteran floatplane pilot, Jerry Ness, from Rapid River, Michigan.

OCTOBER

2002

pontoon boats, the passengers were quite excited by the tours. One of the highlights of the week was to visit with Clay Jacobson and his lovely wife, LeeAnn, from Aus tralia . Several years ago this couple arrived at the seaplane fly-in in a Cessna Caravan on amphibious floats, making the trip from Reno, Nevada. While at Oshkosh, Clay earned his Instrument Rating and the two of them took off on a "round the world" flight in the Caravan. Completing the trip, Clay and LeeAnn sold the Caravan and floats and moved to Australia, where they now reside. The trip back to Oshkosh once a year is just icing on the cake! Best wishes to you good people. Again this year, all incoming sea planes were met at the dock by a lady dockhand-which always rat tles a few cages! These dockhands really enjoy their work and the qual i ty of their greetings really shows. The entire crew on the five docks is under the direction of Lon Nanke and believe me when I say that they do a fine job. New this year was the installation of an electric aircraft hoist that would lift a seaplane out of the water (about four feet above the surface) and then rotate the seaplane 180 degrees so it

Flown in from Lakewood, Wisconsin, by Norbert Langer, this highly modified Piper PA-12, N40DZ, was built up with new Edo 2000 floats by Chuck Andreas of Neenah, Wisconsin.

This brightly colored Taylorcraft BC-12D on floats was flown to Oshkosh from Cowada, Que bec, Canada, by Boily Caral and Andrew Durocher. Registered in Canada as CF-POJ, the sharp-looking two placer makes a dandy float plane with its 23015 airfoil and large wing.

Floating in the Vette lagoon is this pretty Aeronca Champion, N1715E, mounted on a set of Edo 1400 floats and flown to Oshkosh by Pat Angelo of Hibbing, Minnesota.

fied everyone! We all sat there with amazed looks on our faces. We couldn't believe what was coming forth from the squeezebox. After an hour of the most beautiful accor dion music I had ever heard, we finally called it a day and Seppo was issued Enjoying the forenoon sunshine of the Vette Posing in the afternoon is this Stinson 108, C strict instructions Seaplane Base is this nicely painted Cessna GYVR, mounted on a set of Edo 2425 floats. Note Come back next year the controllable prop and auxiliary fins on the tail 185, N3130Q, mounted on a set of Aerocet and bring your accor 3500 floats and flown to Oshkosh by Dick that signifies something larger than the original dion with you! I later Dobbs from Duluth, Minnesota. 150 hp Franklin engine. learned that Seppo Haapamaki (I love would be ready for launching when that Finnish name) was a former lowered into the water. The unit North American World Champion worked remarkably well and can Accordion player! What a most de handle up to a Cessna 185 on floats. lightful surprise to meet him and The hoist fascinated bystanders as it hear his outstanding music. By Monday, the week was begin iE~ proceeded to do its job. ~ The evening programs were very ning to wear down and so was the ffi well attended with the Saturday seaplane fly-in. With fine weather t;; for nearly the entire week, it was a ~ night Watermelon Party completely dandy fly-in, enjoyed by everyone ~ sold out. The Thursday night Mexi can Party was a complete success and with no accidents to mar the Taxiing up to the dock is Rick Lutes with a fine meal followed by this au gathering. We are especially in from Hampshire, Illinois, in his Piper thor playing accordion music under debted to the U.S. Coast Guard for J-3 Cub, N98413. the big tent. After about 45 their fine help in patrolling the minutes of music, a Cana area during the fly-in and for being dian volunteered his ready if needed. In addition we brother to spell me. I soon want to extend our thanks to Mer met Seppo Haapamaki cury Marine for the use of outboard from Timmins, Ontario, motors throughout the entire fly who strapped on the accor in. Lastly, we are all indebted to dion and proceeded to John Vette and his sister, Burleigh Being towed from the arrival dock to a light up the entire tent with his fab (Vette) Blust, for allowing us to use float is a beautiful Cessna 170, ulous music! It made no difference their beautiful site for the EAA Sea N3287A, on Edo 2000 floats, flown to of the type of music-Seppo played plane Fly-In. A most hearty THANK Oshkosh by its owner, Brent Wenger. ...... it all-and with a dexterity that de- YOU from all of us. (f)

VINTAGE AIRPLAN E

WHAT OUR MEMBERS ARE RESTORING

BY H.G. FRAUTSCHY

NAVY N3N Walt Houghton, Shelburne, Vermont, has recently completed the restoration of this Navy N3N, finished in the color scheme it sported when it was one of the last biplanes still in the U.S. Navy inventory. It was stationed at NAS Annapolis and was fitted with a single centerline float and wingtip floats. Used for building time for permanently as足 signed station personnel and flight orientation for midshipmen, it was finally surplused out of the Navy in 1959.

DOUBLE SUPER CUBS STEWART'S CUB Mark Stewart, Lewis Center, Ohio, has done it again with another great restoration of one of the low horsepower Cubs. This one is a J-2, removed in pieces from a collapsing barn in southern Michigan in 1997. Most of the original structure and parts, including the engine, could be restored. The J-2 is powered by a Continental A-40, which develops 37 hp at 2550 rpm. It weighs 599 pounds empty, and at a gross weight of 1,000 pounds it will carry two passengers at 60 mph. Mark flew it to Sentimental Journey in Lock Haven, Pennsylvania, where together with two other J-2s, he flew in an all Continental A-40 powered fly-by! He also gave retired Sport Aviation editor Jack Cox his first ride in a J-2 at the event. 24

OCTOBER 2002

No, what you're seeing isn't the result of camera shake. Ron and Nancy Normark of Raleigh, North Car足 olina, have his and hers Super Cubs they fly in formation to various fly-ins and to their EAA Chapter 506 meet足 ings. The first, restored seven years ago, is a 1950 PA-18-150 with a Lycoming 0-235-Cl engine, and it weighs only 850 pounds. It has no electrical system, and was built light to keep the performance outstanding. The newest restoration is a 1955 150-hp Cub, which has a starter (Nancy likes that part a lot!). It weighs in at 1,028 pounds, so it has a longer ground run than the other Cub, but by virtue of its 150 hp, it will outclimb the lighter Cub. Ron and Nancy thank Bob Woods of Woods Aviation in Goldsboro, North Carolina, for his major contributions to both projects. Bob's the EAA Chapter 506 EAA Technical Counselor.

BY E.E. "BUCK" HILBERT, EAA #2 1 VAA #5

P.O. Box 424,

UNION,

IL 60180

Round Engines If you recall, last month I quoted an old retired pilot's lament over the passing of the round recip en gines, and his opinion of the turbines. All I've done since is think about the old round engines. For certain, they initiated this old man into the early and even latter days of his career. My first round engine experi ence was with the Wright j-5 . The duster outfit I grunted for had a C 3 Stearman, and that engine was standard equipment on the Stear man. Later, I was cabin crew on a duster-converted Ryan Brougham. It had a much more powerful Wright j-6-9. My job was to keep the hopper full as the pilot made pass after pass spreading the dust. Then we added a Travel Air to the fleet. It had one of the NEW Conti nental 670s on it. I never got to fly in that one. Being a grunt didn't give me the opportunity to actually operate these engines, but I did pour copi ous amounts of oil into them, clean spark plugs, wash them down, make sure the fuel tanks were full, and hand-prop them. In those days I weighed in at 137 pounds and was 5 foot 6 inches. This "kid" learned propping, believe me. After a while I was allowed to bring the airplanes up to the line from the hangar. I actually got to start them and taxi them. Then as I gained more experience, when we were out on the dusting circuit, I did the morning run-up. Eventually I was checked out in the Stearman and allowed to ferry it from job to job. Now that was living!

Pearl Harbor and the onset of World War II brought an end to these adventures for me, and many others. It was off to the military where my round engine experi ence was further enhanced. When I got to Primary, it was Stearman PTs with the W-670s and Lycoming 680s. I even flew one with a jacobs. Of the three, I think I liked the Lycoming the best. It was so smooth and quiet with those nine cylinders that you could hear the wires whistle in the rela tive wind, and it didn't shake like the jake.

.. . you knew you had something when those 600 horses went to work. Basic was the BT-13s and 15s. Really big round engines. This was IT; the Pratt & Whitney R-985 put out 450 horses and seemed like it was hardly working when you flew behind it, but for those on the ground , it really blatted! The Wright 975 didn't enjoy the solid reputation of the Pratt and was a little touchier, but it did a great job of pulling those instrument train

ers around. Now, the really big round en gine on the AT-6 was what we flew in Advanced. With 1340 cubic inches of Pratt & Whitney attached to those engine controls, you knew you had something when those 600 horses went to work. And then , a step backward. A twin-engine transition into the Cessna AT-17, UC-78, the "San joaquin Valley BeauFighter" or "Double Breasted Cub," whatever name you choose, with two jacobs engines of 245 hp each. Now we begin to learn about synchronizing propellers, paralleling generators, symmetrical and unsymmetrical thrust, minimum control speeds, and the "fun" goes out of flying it now becomes serious business. With hardly more than a con trolled rate of descent with one engine "out," survival depends on your ability to "nurse" that re maining engine and make it to a safe landing. I was puzzled at first. My only thought was that if you had to de sign a two-engine airplane to fly on one engine, why bother with two? How about four? That was the next stop. B-17s. Now it was tur bochargers, feathering props, four of everything. Overwhelming! With all four running they took the B-17 to unprecedented heights. With turbochargers we could get takeoff power at 30,000 feet. Those Wright engines probably would VINTAGE AIRPLANE

Workshop Schedule Oct 19. 2002

Boston. MA TEST FLYING YOUR PROJECT

Oct 19-20. 2002 Boston. MA SHEET METAL COMPOSITE CONSTRUCT. FABRIC COVERING ELECTRICAL SYSTEMS Nov 2-3. 2002 Minneapolis. MN SHEET METAL COMPOSITE CONSTRUCT. INTRO TO AIRCRAFT BLDG FABRIC COVERING Nov 8-10. 2002 Griffin. GA TIGWELDING

Nov 9-10. 2002 Griffin. GA FINISHING & SPRAYING PAINT GAS WELDING SHEET METAL SHEET METAL FORMING Nov 23. 2002

Corona. CA TEST FLYING YOUR PROJECT

Nov 23-24. 2002 Corona. CA SHEET METAL COMPOSITE CONSTRUCT. FABRIC COVERING Dec 6-8. 2002 Griffin. GA RVASSEMBLY TIGWELDING Dec 6-8. 2002 Corona. CA RVASSEMBLY

Visit www.sportair.com for a complete listing of workshops.

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have gone much higher, but th e wing was never designed to go that high . My personal opinion was that the B-17 flew best at the intermediate and lower altitudes. Ten to twelve thousand was th e best. Without pressurization, which ca me much later, thos e were also the maximum altitudes for passenger and crew comfort. By this time, operating round engines was old hat ! There was a succession of other multiengin e military airplanes: C-47s, Douglas A-20 and 26s, even B-24s, and for a while a Martin B-26. Then it was back to the Stearman, and finally the Twin Beech as we trained Chi nese nationalist pilots in th e dosing days of WWII. Fast-forward five years. Very lit tle round engine time. Dirt fi eld flying, flight instruction, charter, crop spra y ing, banner towing , glider towing, a tour in Army Avia tion, most all in flat engines, and then finally an airline job. Back to the round engine. DC-3, DC-4 , Co nvair 340-440s, DC-6 , DC-7. Thirteen yea rs of airline round engines. In all those yea rs there were a couple of precaution ary shutdowns, but I can only count two actual engine failures . Both Wright Turbo-compound en gines in DC-7s. More than 10,000 hours of recip flying. When one thinks of all the parts and pieces working in unison on a recip engine at maybe 7S percent pow er, it 's hard to believe they were as reliable as the y were. It seemed like the harder and more often you worked them, the better they ran. The local service opera tion in the DC-3s and Convair 440s seldom gave those engines time to cool off. We averaged a landing every 40 minutes. Rain , snow, ice, summer heat , we worked those engines unmerci fully, and they stood up to it. We had problems. Mags, foul ed plugs (from long ground holds ), propeller governors, high oil con sumption, high head temperatures,

but they always ran and always got us there. There were mechanical, electri cal, and hydraulic problem s, and an occasional starter burnout, but by far and large, the engines were the least of our problems. Small wonder that when we transitioned into the turbine s we felt a sense of loss. We had ye t to experience what the new hires had been trying to tell us. These recent ex-military people coming o n as flight engineers had never seen o r heard a round engine until th ey came to the airline. We shou ld have listened; the transition might have been much easier. As it was, th e transition was a chore for us old seat-of-the-pants types. The new tech language threw us, and whenever we said some thing like, "Oh, yea h , thrust lever, don 't yo u m ean throttle? " the in structors would cringe and th e n lecture us on the proper terminol ogy. So we had a "high pressure fuel cock" rather than a mixtur e control, no primer or igniti o n switch, no mags to check, and lots of limitations to learn. We never heard of FOD before. That's foreign object damage caused by that big vacuum cleaner out there under th e wing. The tachometers were now percent gauges, and th e manifold gauge was an EPR (exhaust pressure ratio) or something like that . But we learned , and learned quickly that these were the most re liable forms of propulsion ever.

No mag checks, no mixtures or prop controls to play with, just light th e fire and GO. We lea rned about spooling up , th e lag time, how to do stabilized approaches keeping the power up, and dirtying up the airplane by using flaps gear, speed brakes, and whateve r; there was no drag of a windmilling pro peller to slow down the airplane, and it felt like you were going Mach 1 all the time. After the strangeness wore off, it actually became a pl eas ure to fly, with one exception. They were just too fast. When we flew the old re cips, we averaged about four hours of flight with ma y be an hour on the ground for servicing. Now we flew an hour and spent four hours waiting for the airplane to be turned around. That wasn't the en gine's fault; offloading all those passengers , bagga ge, and cargo, cleaning up the airplane, fueling and reloading everything, and then sweating out the ATC delays burned a lot of daylight. I could go on and o n about schedules, the versatility of the air planes, the ability to climb high and deviate around weather, and still make schedule along with the comfort for the pa sse ng ers, but we'll save that for another time, that is, if you want to h ear more. Over to you,

OCTOBER 12-Toughkenamon, PA EAA Chapter 240, 28th Annual Fly In/D rive-In Pancake Breakfast. 8:00 a.m. at New Garden Airport (N57). Young Eagles' Rally. Ad mission free . Info: 215-761-3191 OCTOBER 12-Ridgeway, VA-EAA Ch. 970 Old- Fashion Grass Field Fly-In and Pig-Picking. Pace Field (VA02). Info: 276-956-2159. OCTOBER 12-Kentol1, OH-EAA Ch. 1196 An nual Chili Fly-In at Hardin Co. Airport (i-95). 11 a.m. until? (Rain date Sun., 10/13) Info: 419-673 9542 OCTOBER 16-20- Tullahoma, TN Beech Party 2002, A Homecoming. Stagge rwi ng!Twin Beech 18/ Beech Owners/Enthu siasts. Info: 93 1-455 1974 OCTOBER 19-5eguil1, TX-(OTX6) Annual Fly-In at Elm Creek. Info: 830-303-6577 or VEStaley@peoplepc.com or

http://www.aimav.com/a irport/OTX6

31905 West 175, Gardner, KS (K-34)

Pilot supplies- Training Aids- Aircraft Parts-Aviation tun Stuff

The fol/owing list ofcoming events is fur nished to our rea ders as a matter of information only and does not constitute ap proval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the informa tion to EAA, Att: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Informa tion should be received fOllr months prior to the event date.

OCTOBER 19-Fort Pierce, FL-EAA Ch . 908 Fly-In Pancake Breakfast, Ft. Pierce Int'l Airport. Info: 772-464 0538 or 772-461-7175. NOVEMBER 23-Fort Pierce, FL-EAA Ch. 908 Fly-In Pa ncake Breakfast, Ft. Pierce Int'l Airport. Info: 772-464 0538 or 772-461 -7175. D ECEMBER 21-Fort Pierce, FL-EAA Ch . 908 Fly-In Pa ncake Breakfast, Ft. Pierce Int'l Airport. Info: 772-464 0538 or 772-461-7175 .

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FLY-IN CALENDAR

EAA FLY·IN SCHEDULE 2002 EAA SOUTHEAST REGIONAL FLY·IN www.serfi·org October 4-6, Evergreen, AL

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COPPERSTATE EAA FLY·IN www.copperstate.org October 10-13, Phoenix, AZ VINTAGE AIRPLANE

NEW MEMBERS

Paul D. Conway . .. . .. .. . West Vancouver, BC, Canada

Gerald D. Norberg ...... .. ... St. Norbert, MB, Canada

Robert C. McKellar ................ Kars, ON, Canada

Gerard Klein ...... .... ........ Le Robert, Martinique

Jesus Alberto Delgado ....... .... Garza Garza, Mexico

Donald S. Goldberg .............. Bermuda Dunes, US

Carol A. Scanlon ................ Bermuda Dunes, US

Stephen A. Fox ...... . .. . .... ...... .. .... Bethel, AK

Roger Wentowski ........ ... ........ Birmingham, AL

Greg McCoy .......... . ..... . . .. ..... Springdale, AR

David Carlson .......................... Tucson, AZ

Michael G. Clifton ............ ... . ..... Flagstaff, AZ

Kenneth C. Larsen............... . ..... . Phoenix, AZ

Donald Clark ...... ........ ........... Oakhurst, CA

Gregory D. Conklin ........... ...... Nevada City, CA

Ken]. Frank .... . .... .. ... . ........ Nevada City, CA

Geo rge E. Marshall .... . .... ....... Santa Monica, CA

Autumn Murdock ............. Huntington Beach, CA

Robert W. Reid ... . ............ ..... .... Milpitas, CA

Ken C. Stake ......... ................. .. Visalia, CA

Jim Thomas ....... .. . . .. ............ Groveland, CA

Paulo Ubach ....... .... . ..... ... ........ . Davis, CA

Tina Ziolkowski . ... ............ ... Diamond Bar, CA

Charlie Huff ................. ........ Crawford, CO

Th omas B. Mezger ..................... . . Parker, CO

George R. Risley ........... .......... . Loveland, CO

Alfonse Fratelli. ......................... . Dover, DE

Jon A. Baker ....... .......... . . . . .... Lake Wales, FL

William Custer ........................... Ocala, FL

Vicente Lanz ..................... ... Boca Raton, FL

Ronald Silliman ... . . . ... . . . .............. Naples, FL

Leon Stovall .......... . .. .. ... .... Satellite Beach, FL

R. C. Tears ......... ... . .. . . .. . ...... Fort Meyers, FL

Jeffery W. Johnson ................. .... Douglas, GA

Tommy E. Lenhart ..... .. .......... . . Barnesville, GA

Mark A. Sorenson ...................... . Senoia, GA

Jim Davies . . . .. . .. . . .. .. . ... .. . . .. Garden Valley, ID

William Bozych ............ .......... . Oak Lawn, IL

Michael Ca mpbell ................ .... New Lenox, IL

Rex Catron ........................... Greenville, IL

Donald C. Hegebarth .. ... . .. .... . ... .. Naperville, IL

Donald G. Kroenlein .... .............. Moweaqua, IL

Norton Richards . ................ ........ Batavia, IL

Thomas W. Taylor .................. Cherry Valley, IL

Erik Andrew Taylor ................. . . .. Minooka, IL

Rod Dutt.......... .... .......... ........ Culver, IN

Richard McCloskey ............ . ....... . Granger, IN

Patrick Reed ............. .. ..... .. Prairie Village, KS

Sidney MacQueen ................ .... Amesbury, MA

Bernard J. Bisciotti ............ ..... Severna Park, MD

Gerry Freed ..................... . ........ Ovid, MI

Raymond J. Kendzicky ......... ... ..... Brighton, MI

OCTOBER

2002

Thomas E. Baker .. ............ ....... . 0 Fallon, MO

WaIlIis M. Jackson ... .. .. ............ Cleveland, MO

William D. Melvin .... ............... Florissant, MO

Steve H. Riley ................ . .. ..... St Joseph, MO

Mike Groarke ........ . . .... ............ Marion, MT

Paul A. Woody ................ .. ... .... Billings, MT

Joseph F. Giallo ... ........... .. ........ Raleigh, NC

Christopher M. Goggin .... . . . ...... Wilmington, NC

Leo V. Keeling ... . ....... . .. ... . .... Walhalla, NO

Ken Pokorski .. ..... . . ........... ... ... Bellevue, NE

Gregory Brown .................... . ... Somerset, NJ

Brett Kallish ...... ... .... .............. Palmyra, NJ

David Lewis ................... . . . ... Broadalbin, NY

Eugene L. Oshrin . .. ... . . .......... Southampton, NY

John M. Przestrzelski . .... . . . ..... ... .. Frankfort, NY

Robert L. Kyle ..... .. ... ..... ...... Munroe Falls, OH

Donald W. Peters ............ .. .. .... Westerville, OH

Charles W. Sauter .... .... ... .. .... ... Columbus, OH

Raymond F. Williams .. . .......... . ..... Canton, OH

Bill Holbrook .............. . ... .... .... Springer, OK

Brian Breitbarth ........ .. . ...... .... .... Canby, OR

Rick Holman ....... ......... . ....... ... Eugene, OR

Harold G. Nelson............ ..... .... Pendleton, OR

Jorge Troncoso .. . . .. . .. .............. Elkins Park, PA

Ted Willke ....... ... .. ..... . ... ....... Sewickley, PA

Barron Cooley .. . .... .. ............... Anderson, SC

Susan Kaffar ......... .... .......... .... ... Trent, SO

Martin G. Galyon.................... Sweetwater, TN

W. D. Graebner ........ ... . . .. ............ Eads, TN

Paul W. Gray ................ ..... . ....... Eads, TN

Sandy Anderson ... . ............ ........ . Nixon, TX

Richard C. Boyer ................... Georgetown, TX

Ca rl H. Christensen ... . ...... . ........ Columbus, TX

Paul A. Donner. .... .. ...... .. . . .......... Hurst, TX

Connie Edwards ......... .. . . . ........ Big Spring, TX

Danny Goggans ......... ........ Sulphur Springs, TX

Brad L. Henley .............. . ..... ... McKinney, TX

Lloyd P. Sutton .. ... .............. . Wichita Falls, TX

Stephen M. White ... . .. ..... .. . ... Garden Ridge, TX

Gary E. Williams .................... Fort Worth, TX

Robert Williamson .. ... ...... ........ Greenville, TX

William H. Wisner .. ..... .............. Mineola, TX

Walter Martens ... ...... . .. .. ........... Sterling, VA

William Uher ... .... ... . . ....... . Virginia Beach, VA

Dale L. Colbert....... .... ....... . ..... Olympia, WA

Eric Johnson ............................ Valley, WA

Madelaine J. Kenney .... ....... ... ....... Seattle, WA

Anne E. Lovett ........... . . ............ Tacoma, WA

Leigh A. Tallman ... ....... . .. .. . . ...... Renton, WA

Milo Tichacek ................. ... . ..... Randle, WA

Roy Van Sluys .... ... .. .. ... ... ...... Sheboygan, WI

Alan J. Watt ................. . ...... . Waukesha, WI

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Absolutely! And because Poly-Fiber doesn't support combustion, fire wouldn't have been as big a worry, either. The gargantuan Goose would have been lighter and stronger, too, able to fly even higher! What a shame Poly-Fiber wasn't around back then. Timing is everything, huh Howard?

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Aircraft Coatings

COMING AT YOU! Two Quality Journals THE JOURNAL Of THE EARLY AEROPLANE Leonard E. ~, Editor

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• Accurate, detailed drawings • Paint, colors, markings • Museums & events • Aircraft, engines, parts for sale • Book & literature reviews • Your wants & disposals

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sell or trade? Classified Word Ads: $5.50 per 10 words, 180 words maximum, with bold face lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (Le., January 10 is the closing date for the March issue) . VAA reserves the right to re ject any advertising in conflict with its policies. Rates cover one insertion per is sue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426 4828) or e-mail (classads @eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expira tion date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.

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FOR MORE INFO.

If you're an BAA member or have ever been to AirVenture, this book belongs in your library or on your coffee table. Oshkosh-Gateway to Aviation E1 10 13 00

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Hardbound with glossy dust jacket More than 175 pages More than 300 photos Covers all 50 years of EMs fly-in in Milwaukee, Rockford, and Oshkosh • Filled with unique stories and history • A nostalgic and insightful look at the development and growth of EAA through its largest and exciting event: its annual fly-in convention. • • • •

To Order Call: 800-843-3612 Outside U.S. & Canada call (920) 426-4800 or visit us on-line at www.eaa.org, or send your order by mail to: EAA Mail Orders, P.O. Box 3086 Oshkosh, WI 54903-3086 Maior Credil Cards Accepled • WI residenls add 5% sales lax • Shipping and handling NOT included

OCTOBER 2002

BABBITT BEARING SERVICE - rod bear ings, 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.airplanetshirts.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 engines. 1 each, new OH and low time. No tire kickers, please. Two Curtiss Reed props to go with above engines. 1966 Helton Lark 95, Serial #8. Very rare, PO-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 Flying wires available.

1994 pricing. Visit

f/yingwires.com or caIlBOO-517-9278.

www.MotorArtWorks.com - Aviation Art favorites: WW-I, Golden Age, WW-II to present.

Membership Services VINTAGE

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

Directo!y-

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OFFICERS PresIdent Espie ' Butch" Joyce P.o. Box 35584 Greensboro, NC 27425 336-668·3650

windsock@aol.com Secretary

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

George Daubner 2448 Lough Lane Hartford, WI 53027 262·673·5885 vaaflyboy@aoLcom

Treasurer Charles W. Harris 7215 East 46th Sl. Tulsa, OK 74147 918·622·8400

cwh@hv5u.com

Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 317·293·4430

ssti<Xl@worldnet.att.net

dalefaye@msn.com

David Bennett P.O. Box 1188 Roseville, CA 95678 916-645·6926

antiquer@irueach.com

Jeannie Hill P.O. Box 328 Harvard, IL 60033 815·943·7205 dinghao@owc.net

Jobn Berendt

7645 Echo Point Rd.

cannon Falls, MN 55009

507·263·2414

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262·966·7627

fchld@rconnect.com

sskrog@aol.com

Robert C. "Bob" Brauer 9345 5. Hoyne Chicago, IL 60620 773·779·2105 photopilot@aoLcom

Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005 262·782·2633

Dave Clark

Gene Morris

635 Vestal Lane Plainfield, IN 46168 317-839·4500 davecpd@iquesl.net

5936 Steve Court Roanoke, TX 76262 817·491·9110

Jobn S. Copeland 1A Deacon Street Northborough, MA 01532 508·393·4775

Dean Richardson 1429 Kings Lynn Rd Stoughton, WI 53589 608·877-8485

copeJandl@juno.com

dar@aprllaire.com

P)lil Coulson

28415 Springbrook Dr.

Lawton, MI 49065

616-624·6490

Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774

260-493·4724 chief7025@aoLcom

rcoulsonSl6@cs.com Roger Gomoll

8891 AirpOrt Rd, Box C2

Blaine, MN 55449

763·786-3342

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eaa.org

VIce· President

DIRECTORS Steve Bender 815 Airport Road Roanoke, TX 76262 817·491·4700

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

Web Site: http://www.eaa.org and http://www.airventure.org E-Mail: vintage

lumper@execpc.com

n03capt@flash.net

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414·771·1545 shschmid@milwpc.com

DIRECTORS

EMERITUS

Gene Chase

f.E. "Buck" Hilbert

2159 Carlton Rd. Oshlmsh, WI 54904 920-231·5002

P.O. Box 424 Union, IL 60180 815·923·4591 buck7ac@m.c.net

ADVISOR Alan Shackleton P.O. Box 656

Sugar Grove, IL 60554·0656

630-466·4\93

103346.177Z@Compuserve.com

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

• Address changes • Merchandise sales • Gift memberships

Programs and Activities EAA AirVenture Fax·On-Demand Directory ........... . .............. 732·885-6711 Auto Fuel STCs .............. 920·426-4843 Build/restore information ..... 920·4264821 Chapters: locating/organizing .. 9204264876 Education ... . ....... . ...... 920·426-6815 • EAA Air Academy • EAA Scholarships

Flight Advisors information . . .. 920·426·6522 Flight Instructor information . . . 920·426·6801 Flying Start Program ........ . . 920426·6847 Library Services/Research ...... 920426·4848 Medical Questions ..... . ..... . 920·426·4821 Technical Counselors ......... 920·426·4821 Young Eagles . . ........ . ..... 920·426·4831 Benefits AUA ...................... 800·727·3823 AVEMCO ............ . .... . 800·638·8440 Term Life and Accidental . . .... 800·241·6103 Death Insurance (Harvey Watt & Company) Editorial ......... . ..... . ... 920·4264825

............ . .......... FAX 920426·4828

• Submitting article/photo • Advertising information EAA Aviation Foundation Artifact Donations . .......... 920426·4877 Financial Support .. . ........ 800-236·1025

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Associ ation, Inc. is $40 for one year, induding 12 issues of SPORT AVL4.TION. 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 S16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Associaton and receive VINTA GE A IR· PLANE magazine for an additional $36 per year. EAA Membership, VI N TAGE A IRPLANE magaZine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not in cluded). (Add S7 for Foreign Postage.)

AVIA TION magazine not included). (Add S1S

for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA War birds of America Division and receive WARBIRDS magaZine for an additional $40 per year. EAA Membership, WARBIRDS magaZine and one year membership in the Warbirds Divi· sion is available for $50 per year (SPOR T AVIATION magazine not included). (Add S7 fo r

Foreign Postage.)

EAA EXPERIMENTER

lAC

Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magaZine not included). (Add S8 for

Current EAA members may join the Interna tional Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an addi tional $45 per year. EAA Membership, SPOR T AEROBA TICS magaZine and one year membership in the lAC Division is available for $55 per year (SPORT

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.

Foreign Postage.)

FOREIGN MEMBERSHIPS

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

Copyright ©2002 by the EM Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091·6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 PoberelOY 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 EAA Vintage Aircraft Association, P.O. Box 3086, Oshkosh, WI 54903·3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for deliv"", of VINTAGE AIRPLANE to foreign and APO addresses via sur· face mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086. Oshkosh. WI 54903·3086. Phone 9201426-4800. EAA" and SPORT AVIATlONf'J, the EAA LogO<> and Aeronautica~ are registered trademart<s, trademart<s, and service mart<s of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the peonission of the Experimental Aircraft Association, Inc. is strictly prohibited. The EAA AVIATION FOUNDATION Logo is a trademark of the EAA Aviation Foundation, Inc. The use of this trademark without the peonission of the EAA Aviation Foundation, Inc. is strictty prohibited.

VINTAGE AIRPLANE

DAVE MILLER ''WARBIR D AVIATOR"

Daye Miller Sturgeon Bay, WI

"AUA is very good about finding good prices for my aviation insurance. They are very easy to work with and very accommodating."

- Dave Miller

The best is affordable. Give AUA a call - it's FREE!

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