VA-Vol-30-No-11-Nov-2002 by EAA Vintage Aircraft Association

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VOL. 30, Noo 11

NOVEMBER 2002

STRAIGHT & LEVELIButch Joyce 2

VAA NEWS /HoG. Frautschy

JOHN MILLER 2002 VAA HALL OF FAME INDUCTEE

JOHN MILLER RECALLS .

TESTING THE J2F-6 AMPHIBIAN/John M iller 0

TYPE CLUB NOTES ENGINE FAILURE!lJeff Wimmer

WHAT THE HECK DOES TSO MEAN? AND WHY IT'S IMPORTANT FOR AIRCRAFT OWNERS!/ Doc Mosher

CHROME CUB : A DIFFERENT APPROACH JIM THOMAS' PA-l21 Budd Davisson

THE 46TH ANNUAL TULSA REGIONAL FLY-IN , PERHAPS THE BEST EVER! A PERFECT FLY-IN WITH PERFECT WEATHER/Charl es W . Harris

MYSTERY PLANE

PASS IT TO BUCK/ Buck Hilbert

NEW MEMBERS

CLASSIFIED ADS

VAA MERCHANDISE

WWW.VINTAGEAIRCRAFT.ORG

Publisher Edltor.ln-Cllle(

TOM POBEREZNY

scon SPANGLER

Executive Director, Editor HENRY G. FRAUTSCHY VAA Administrative A ssistant THERESA BOOKS Executive Editor

MIKE DIFRISCO

Contributing Editors

JOHN UNDERWOOD BUDD DAVISSON

Graplllc Designer

OLIVIA L. PHILLIP

PllOtograpl.y Staff

JIM KOEPNICK LEEANN ABRAMS

A dvertislllglEdltorlai A ssistant ISABELLE WISKE

FRONT COVER: It has familiar lines, but most of us were hard pressed to quickly identify this " Chrome Cub " as a Piper PA-14 . The Met-Co-Aire conversion is owned and flown by Jim Thomas. Read all about it starting on page 13 . EAA photo by Lee Ann Abrams , shot with a Canon EOSln equipped with an 80-200 mm lens on 100 ASA slide film . EM Cessna 210 flown by Bruce Moore. BACK COVER: Kendra Spak of Poplar Grove, Ill inois lives in the airpark adjoining the airfield, and as a new pilot, she's been inspired by the pioneering flights of Amelia Earhart. Her pencil tribute to Earhart earned an Excellence ribbon from the j ury of the 2002 EAA Aviation Foundation's Sport Aviation Art Competition. See the VAA News starting on page 2 for more information on ente ring the 2003 edition of the competition .

STRA GHT

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

Enjoying life Every fall a number of folks will pipe up and comp lain about the cool air. They know what's coming, but don't like the idea of fall turning to winter. Since there isn't a lot one can do about weather, I tell them it happens every year, just like each week has a Monday. Thinking of Monday reminds me of a lesson in life I learned one day a few years ago when I had a business cleaning and painting water tanks. Every Monday morning, like clock work, a fellow who worked for me would walk into my office and ask that I lend him $50 to use while he was out of town for the week. This went on for a while. This guy was a pretty good employee, but this pe culiar quirk in his finances finally got the bett er of me, and I had to ask him about it. The next Monday, right on sched ule, he wa lked in. After he asked for his usual $50 loan, I quizzed him: "Since you just got paid on Friday, what did you do with all that money that wou ld cause you to be broke by Monday morning?" "Well, lowed you fifty dollars, and then I gambled some of it away, drank some of it up in booze, spent some on girlfriends, and I guess I just 'threw' the rest of it away" was his reply. Not want ing to be judgmental (after all, he did repay me first!), I gave him the $50 and sent him on his way. Obviously he enjoyed his weekends in his own way, and at that point in his life, that's what he wanted to do! To differing extents, that's what we all want; to enjoy our lives and "do what we want to do." Me, too. Like so many of you, I want to spend some time at the air port where I can fly a bit, talk to my

buddies, fly out and find a $100 hot dog, and enjoy frittering away the rest of the time. At the end of a long week, everyone needs some reward time. Having an understanding wife who also enjoys the same company you do is helpful; my thanks to Norma for being so supportive and understanding of my love of aviation. Shortly before you read this, we will have inducted John M. Miller

. .. aviation's certainly been good to John, he's given back to it many times over... into the Vintage Aircraft Association Hall of Fame. John's career in avia tion spans most of the last century, and while aviation's certainly been good to John, he's given back to it many times over, in both his writings and h is activities. I'm sure that you, like me, have really enjoyed John's ar ticles we've published over the past year, and those of you who are Amer ican Bonanza Society members have been fortunate to read of John's avia tion experiences for many years. He's a real gem, and we'll continue to pub lish his stories of today and yesterday here in Vintage Airplane. The fall is a great time to have a fly-in! A number of our VAA Chapters have their annual event in the cool air. One of those fly-ins is VAA Chap ter 10's get-together at Tulsa, Oklahoma. It was reported that on Saturday the fly-in had more than 300 aircraft attend the event. We've

got coverage of the Tulsa fly-in start ing on page 10. VAA Chapter 3 has a weekend fly-in at Darlington, South Carolina, and that fly-in had more than 180 aircraft on Saturday, Octo ber 5. A number of type clubs also hold their fly-in conventions in the fall, including the Beech Party at Tul lahoma, Tennessee, and the Midwest Stinson Reunion in Watertown, Wis consin. We're thankful that they've been safe, pleasurable events. It's great to attend one of these lo cal fly-ins to look at the great airplanes your fellow members have restored . It is also great to see the friends that you have met over the years. What's more enjoyable than to just sit under a wing and visit for a while? For those friends you may only see once or twice a year, it's a rewarding time. We are in the midst of a recruit ment campaign via mail. We've sent invitations to EAA members who are not yet members of our association, but who own aircraft that fall within our judging categories. We've also sent membership invitations to those who own airplanes built prior to 1967 and who are not yet EAA/VAA members. The early re sponse rate is encouraging, but we can always use your help. Ask a friend to become a Vintage Airplane Association member and have fun with us. Let's all 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

EAA,

FAA ADDRESS VINTAGE AIRCRAFT ISSUES

A high-level EAA-FAA task force is working to further identify and rem edy issues unique to vintage aircraft such as the unavailability of maintenance data and approved parts. When maintaining type-certifi cated aircraft, owners are required by FAA regulations to use approved data (generally the manufacturer's original engineering data), acceptable data that can be approved, and approved parts. For many older aircraft the parts are not available, requiring their fabri cation or substitution, but the data required to do this is often unavailable. Therefore, owners are forced to choose between not doing the work and completing the repair/modification without approved data. EAA Washington Office Director Doug Macnair has given FAA Flight Standards Director Jim Ballough a range of options to remedy this dilemma. They include examining Transport Canada's Owner Mainte nance Category regulations; developing a repairman certificate for vintage aircraft; or devising alternative data requirements specifically in tended for older recreational aircraft. The FAA has original engineering data, but it cannot release it without the permission of the type certificate holder, and certificate holders often will not authorize its release because they deem it proprietary informa tion or want to avoid incurring further liability. With vintage aircraft the FAA often cannot locate certificate holders. Over the years EAA, type clubs, and the FAA Aircraft Certification Ser vice have tried to develop legal means to release this proprietary data. They have achieved limited success, but the process is time consuming and the outcome unpredictable. EAA's call for new airworthiness regula tions is designed to provide relief for vintage aircraft owners, and it anticipates work on these issues can begin before the end of the year.

EAA ANNOU N C ES " COU NT DOW N T O KITTY HAWK" WRITING CONTEST

As part of Countdown to Kitty Hawk, EAA is conducting a writing contest for journalists with the best newspa per/website or magazi ne articles written about the advent of powered flight, its centennial celebration, and how it has affected the world. The contest is open to general and aviation journalists and writers whose articles are published from December 1, 2002 through June 1, 2003. Prizes will be awarded to the top three stories in "Newspaper/Web" and "Magazine" categories, with $1,000 for first, $500 for second, and $250 for third. Win ners will also receive commemorative "Countdown to Kitty Hawk" trophies. An additional $1,000 will be awarded to the story that judges feel was the overall best of those submitted. Entries may be in original or copied form, but must include the name and date of the publication in which they aj} peared. Entries will be judged by a panel, which includes journalism pro fessors from Wright State University, University of Dayton, and University of North Carolina, plus a designated member of the EAA and Flying maga zine editorial staffs (staff members of these organizations are not eligible). Winners will be published in the No vember 2003 fAA Sport Aviation and December 2003 Flying magazines. En tries should be sent to: Roger Jaynes, Vice President-Corporate Communica tions, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI, 54903-3086. All entries must be postmarked no later than June 4, 2003.

NEW PMA' o J-3 FUEL VALVE Univair Aircraft Corporation has announced they are now producing a new PMA'd fuel valve for the Piper J-3 Cub. According to Univair, there has been no new production of an FAA-ap proved valve for the J-3 for a number of years. This new valve includes a steel handle for use with the original push-pull shutoff control. The new valve is an improvement over the original brass valve, with a stainless steel ball seated in an inert composite seat. The improved design eliminates the stiff, hard operation so common with worn out originals, as well as the leaky shafts the original design was prone to experience. The new J-3 fuel valve sells for $98.50. Contact Univair at www.univair.com or 888-433-5433. 2

NOVEMBER

2002

PAUL POBEREZNY

CALENDAR OF EVENTS TO RECEIVE

In the ever-evolVing ways we can communicate, NAA WRIGHT

we've created a very easy way for you to submit calen MEMORIAL AWARD dar of events items to EAA via the Internet. When Experimental Aircraft Associ ation Founder and Chairman Paul Poberezny will receive one of the National Aeronautic Asso ciation's (NAA) most prestigious awards-the Wright Brothers Memorial Trophy-at the an nual NAA Wright Memorial Dinner in Washington, D.C., on December 13. Poberezny founded the association in 1953 with a handful of fellow pilots and enthusiasts. EAA has since become the world's premier organization for fostering interest in the design, construction, maintenance, and use of experimental-homebuilt and sport aircraft. NAA President Donald Koranda called Poberezny's se lection in flight's centennial year especially fitting. "The Wright brothers were the very first builders of a success ful homebuilt airplane, and the sense of pride, joy, and accomplishment they must have felt as their aircraft took flight is a feeling particularly well known to EAA members," Koranda said. "Paul's selection for this award is even more fitting when you consider that EAA is cele brating 50 years of service to the homebuilt and sport aviation communities, much of it the direct result of Paul's early vision, leadership, conviction, and passion for aviation." The award is presented annually to a living individual for significant public service of enduring value to avia tion in the United States. Some of its past reCipients include Neil A. Armstrong (2001); Igor 1. Sikorsky (1967); and Charles A. Lindbergh (1949). For additional information on the Wright Memorial Dinner, which will be hosted by the Aero Club of Wash ington, contact Nancy Hackett at 703-327-7082 or visit www.aeroclub.org.

EAA SPORTAIR WORKSHOPS

TEACH TIG WELDING IN 2003

EAA and Lincoln Electric are teaming up in 2003 to teach TIG welding to EAA members. If you're considering welding your own fuselage or simply want to learn a new skill, this workshop will teach you the fundamentals of TIG welding 4130 chromoly tubing and aluminum, and safety. Experts from lin coln Electric will teach the course, which provides all materials at Alexander Technical Center's state-of-the-art welding facil ity in Griffin, Georgia, south of Atlanta. Tuition for EAA members is $349, and class sizes are lim ited to 12 students . In 2003 the classes will be held on February 21-23, March 21-23, May 16-18, June 27-29, Sep tember 5-7, and November 7-9. For more information or to enroll, visit the EAA SportAir website at www.sportair.com or call 800-967-5746.

your chapter, type dub, or local group has a fly-in you want listed in EAA's online Calendar of Events and in the pages of Vintage Airplane, log on to www.eaa.org/events/events.asp. Fill in each section (be sure to select Vintage under the Division pull-down menu). Your event will be submitted for posting on the website, as well as being added to the calendar that is published monthly in the magazine. It's much easier than sending a fax or a letter, and your event will be listed almost instantly on EAA's website. For a couple of months, it will take a bit longer for the item to be posted on the Vintage site. While you can still submit an event via mail or fax, the web-based method is now the preferred way to get your event the expo sure you want. We'll continue to refine the presentation of the events on the web. For now, all events are posted in one calendar, but in the future we will be able to sort events by type. Let us know what you think of the new system, and start planning for a great fly-in season in 2003.

FLY- IN CALENDAR

The following list ofcoming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. To submit an event, please log on to www.eaa.org/events/events.asp. Only if Internet ac cess is unavailable should you send the information via mail to:, Att: Vintage Airplane, P.O. Box 3086, Oshkosh, WI

54903-3086. Information should be received four months prior to the event date. NOVEMBER 23-Fort Pierce, FL-EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce Int'I Airport. Info: 772-464 0538 or 772-461-7175 . D ECEMB ER 21-Fort Pierce, FL-EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce Int'l Airport. Info: 772-464 0538 or 772-461-7175. JANUARY 17-19, 2003-East Lansing, Ml-Great Lakes Avia tion Conference. Michigan State U. Kellogg Hotel and Conference Center. Speakers include Capt. AI Haynes; Paul

Bowen, aviation photographer; Brian Finnegan, Pres. PAMA; Bill O'Brien, FAA. See www.greatlakesaviationconfer ence.com for more info, or call 734-973-0106. FEBRUARY 27-MAR CH I-Missoula, MT-Montana Avia tion Conference, Holiday Inn, Parkside. Workshops, seminars, nationally recognized speakers, trade show. Info: Montana Aeronautics Division, P.O. Box 5178, Helena, MT 59604-5178. Phone 406-444-2506 or fax, 406-444-2519, e mail pkautz@state.mt.us. VINTAGE AIRPLANE

-By 1923, 18-year-old Johnny Miller assisted a barnstorming pilot who later gave Miller his first airplane, a decrepit Cur足 tiss Jenny destined for the scrap heap. He rebuilt the Jenny and learned to fly it, often referring to World War I pilot Hora足 tio Barber's book Aerobatics. After soloing on his 18th birthday, he sold the Jenny and headed off to college at the Pratt Institute for Mechanical Engineering, graduating in June 1927. The month before, he'd skipped school one morning to watch Charles Lindbergh take off from Roosevelt Field on his way to Paris via the North Atlantic.

h In 1930 he was commissioned as a transport pilot in the ~ Marine Corps Reserve, and he qualified as Naval Aviator No. 4821.

With new regulations coming into effect in 1928, pilots

and the Army's YG-1B, shown here with Miller on January 20,1938.

He was actively involved in autogiro flight, including the 6 test flying of the first wingless autogiro, the Kellett KD-1B,

0(, and mechanics were being certificated by the Department

of Commerce . Johnny took the mechanic's exam and was issued Aircraft and Engine Certificate No. 2906. Working as a mechanic for the Gates Flying Service, he also rebuilt and flew a variety of aircraft, including this J-1 Standard, which still exists. 3 1932. Miller also flew the New Standard D-25 , barnstorm足 ing it successfully and profitably. This one is serial number 2 D-25, converted from a D-24 by replacing the Hispano engine with a 225-hp Wright J-5. 4

NOVEMBER 2002

In 1931, he was the first person to buy the revolutionary Pitcairn autogiro, the PCA-2. With it he became the first to fly a rotary-wing aircraft across the United States, from May 14 through May 28, 1931.

HiS deep involvement in rotary-wing flight continued during the 1930s, including the first true aerobatic demonstra足 tions flown during the 1933 National Air Races. John ' s interest culminated in 1939, when he convinced Eastern Airlines (EAL) management to take over operation of the scheduled airmail flights originating from the roof of the Philadelphia Post Office. Ten times each day a trip was flown by John or his backup pilot, John Lukens.

VINTAGE AIRPLANE

'.1 John continued to fly for EAL until 1963, when he retired with EAL President Eddie Rickenbacker (center) helps load the first 8 bag of airmail on July 6, 1939. The other two gentlemen pic 1I 22 ,000 hours in his logbook at age 58. He flew the airline's tured on the left are most likely Postmaster General W.W. Howes and Philadelphia Postmaster Joseph F. Gallagher. Over the course of a year, more than 2,500 flights were made safely from the downtown location, the first scheduled operations of an aircraft from a rooftop base and the first scheduled rotary wing aircraft operation.

evolving inventory, from the DC-2 through the Lockheed Con stellation and Electra, ending with the jet-age Douglas DC-8.

12 It's a bit big, but he still fits in his Eastern Airlines uniform!

.1-3 He's enjoyed personal aircraft as well, flying his own Taylorcraft, and a few Beech Bonanzas. He flew a Beech Baron for Demonstrations of the autogiro airmail were made at the New I~ Stinson, more than 30 years. He owns and flies the Beechcraft Bonanza York World's Fair in 1939. Here's John accepting a letter from shown here, is still fully qualified as a flight instructor, and New York Mayor Fiorello LaGuardia . maintains his IFR currency. He continues to make annual trips to California to visit his grandchildren and great-grandchildren. While flying for the EAL, during World War II he was the chief en II gineering test pilot for Columbia Aircraft Corp., testing amphibians being built for the U.S. Navy. He flew Grumman J2F 6s and an entirely new amphibian, the XJL-1 monoplane. The war ended before a production contract was issued. Both proto types still exist, one at the Pima Air museum .

"''0

NOVEMBER

2002

John Miller Recalls ...

Testing the J2F-6 Amphibian JOHN M. MILLER

h en the United States got into World War II, I was already a captain for Eastern Air Lines, based at La Guardia Field in New York City, the main air terminal at that time. I was flying DC-3s, the airplane used by major airlines all over the world, the biggest and best airplane of its day. Even to day, more than six-and-a-half decades after its birth, it is an ex cellent airplane, far older than its present-day pilots. I am proud to have been a part of its history, with close to a million miles (about 5,000 hours) flown in it. My flying schedule was two days on and two off. During the war, with men actually fighting, I was not willing to loaf on those two days, which totaled 150 per year. So, in my basement, I made small parts on my lathe for an airplane factory nearby, the Columbia Air craft Corp. of Valley Stream, Long Island. It was getting ready to produce Grumman-designed am phibians. The Navy needed them urgently for air/sea rescue. One day when I was talking to the manager of the factory about producing the parts, he said, "For get the parts. We need you more than the parts. We can finish

them here. We want you to be our test pilot . We are just about ready for the test of the first plane. Come to the field./I So, in spite of EAL's regulation against any out side professional flying, I accepted the offer. If EAL objected, I just didn 't care. EAL needed me, and the factory needed me, too . I could work alternately two days for each company. It was difficult then to find pilots with engineer ing training who were qualified for such test flying. I loved to test fly; it was my recreation between rough, long night airline flights. EAL learned about it but never ob jected. It was wartime. The amphibians were the Grum man J2F-6, a modification of the earlier Grumman J2F-5 by installa tion of a much more powerful engine, from 700 hp to 1,050 hp. The heavier and more powerful en gine made it necessary to run engineering tests on the plane in the air, as well as static tests on the ground, and especially in the wa ter. This was a job cut out for me. The plane was a single-bay bi plane with fabric-covered wings, a central water hull blended into an overhead land plane fuselage, and wingtip floats. The engine, with tractor propeller, was over the front

part of the water hull. The two cockpits were in tandem, with a sliding canopy. It was a modifica tion of a former Grumman land plane with retractable landing gear folding into the sides of the fuse lage. The well-known Grover Loening, who had been the engi neer for the Wright brothers on their famous Model B, was the originator of that unique configu ration . By coincidence I had become acquainted with him be fore WWII when he was developing his similar OL-8 am phibians, built for the military with inverted Liberty 420-hp en gines and double-bay wings from the British-designed WWI DH-4. My test flying included stability tests, stalls, spins, and dives. They were all necessary because of the change in weight, center of grav ity, and the extra power and speed. The most hazardous were the water tests. Any change in the center of gravity (both fore and aft and vertically) , the extra thrust, etc. could Change air/water flying characteristics noticeably and dangerously. The water tests reqUired by the Navy included landing and taking off three times in 3-foot waves. That may not seem like much, but VINTAGE AIRPLANE

those huge trans-Atlantic four-en gine flying boats were limited to only 1-1/2 foot waves. The little single-engine amphibian was more scared of those high waves (the highest of the year) than I was. The tests were held on a winter day with the temperature only about 15°F and the water temperature down close to 28°F. The seawater of Long Island Sound was partly frozen over, a unique sight indeed. The Navy provided two fast rescue boats to rescue me in case I foundered . It was really wild, hitting those waves in landings and takeoffs. The water spray was so heavy when the hull plunged through them that I saw green water coming out of the cowl ing behind the air-cooled engine . The seawater instantly froze all over the hull, tail, and the lower wings, making it impossible to take off again after each landing in the wa ter. I had to taxi up on the ramp at the Navy base at Floyd Bennett Field to have the ice washed off be fore the next takeoff. The g forces on the hull were very severe, but examination afterward showed no damage or "washboarding" of the bottom. The J2F was a tough flying boat. Each time I taxied in I thought about the next hop, which might easily be my last. A Navy SOC sea plane foundered between two of my flights, and the pilot was dead from the cold water by the time the rescue boats pulled him out. Navy inspectors have some kind of opti cal instruments to measure the height of the waves, and an inspec tor told me that one of the waves was 4 feet when I hit it in landing, and several were more than 3 feet . The Navy inspector did not choose to go with me on those flights. However, he went with me on the milder tests of each am phibian. When testing the hulls for leaks, he got down in the hull to look for leaks and mark them. On such flights we would se lect freshwater, which sometimes was hard to find in the wintertime due to freezing. S

NOVEMBER 2002

If at all possible, we avoided saltwater because afterward we had to decontaminate the whole air plane to prevent later corrosion of the aluminum. On such winter tests for each airplane I would usu ally go up the Hudson River to Newburgh, where the sa ltwat er ended and the freshwater began. I wo uld try to find an area with an iceberg-clear area between the ice and the saltwater. One day I found that area covered by scattered chunks of ice and picked an area clear enough for the test. The land ing speed of the airplane was more than 60 mph.

. . . the takeoff

was far from

immediate.

I had to charge

through the field

of floating

icebergs with

whatever zigzags

I could coax out

of the airplane.

After alighting, the inspector started yelling frantically to get off the water because a tremendous fountain of water was drenching him, even though his seat was 10 feet above the bottom of the hull. In the front seat, unaware of the water, I quickly took his advice and opened the throttle to take off im mediately. However, the takeoff was far from immediate. I had to charge through the field of floating ice bergs with whatever zigzags I could coax out of the airplane. The airplane was getting so heavy from water in the hull that the take off run was more than 2 miles and extended southward into the salty area before I could coax the sodden

airplane off the water. I could only surmise that we must have hit some floating object that had torn a large hole in the aluminum hull. I assumed that the water would pour out after I finally got back in the air. I had great difficulty flying the overloaded plane, which now had a shifting center of gravity. I tried to climb a little. The water did not drain out, and I staggered all the way back to our factory field, the Valley Stream, Long Island, air port. On nosing down to land I had difficulty keeping the airplane from diving when the water shifted for ward, but I managed a safe landing. Two full drums of water, some 700 or more pounds, were drained from the hull. We discovered that someone had failed to install a large rubber seal in the V-shaped circular camera hatch in the bottom of the hull. The high-pressure impact of the water on the bottom caused a very high rate of flow inward, but the weight of the water, once in the air, kept the hatch closed tightly. A lot of water must have leaked out, but I still had a very heavy, unbal anced overload. We suspected that the failure to install the seal might have been sabotage, for we had a few cases before and after that inci dent. Some people approved of what Hitler was doing. On another flight I had an un usual adventure. Each plane had to be flown t o 16,000 feet altitude, and the two-speed gear drives of the superchargers had to be tested by shifting three times. On one tlight the supercharger gears failed, and I had to make a power-off land ing. Another te st at that altitude was up through a solid overcast from about 1,000 feet to 10,000 feet. At 16,000 I had to test the fuel flow from each tank for about 3-4 minutes each. When I shifted to one of the tanks the engine quit cold. Shifting to other tanks and pumping the wobble pump franti cally still left me in silence. I was faced with making a dead-engine instrument approach to NAS (naval

air station) Floyd Bennett Field with a ceiling of about 1,000 and visibil ity of 1/2 mile in fog. The amphibian glided at a very steep angle, so I had to make the two procedure turns necessary on that very unusual approach proce dure with a very rapid loss of altitude. I made the second turn out over the ocean and reached the air port before getting back to the loop-type low fr~.quency A-N radio range station. If I overshot or under shot the field, I should have water. I broke out and could barely see what appeared to be a runway. I heard the tower call for all aircraft on the taxi way to pull off into the grass quickly, so I realized that the operator saw me approaching the taxiway, franti cally cranking the manual landing gear down . I was rather busy. He al ready knew that I was making the unusual deadstick approach . I landed on the taxiway and was towed in to the Navy hangar. It was found that the tank was filled with water (more sabotage?). The enor mous and complicated carburetor system had to be disassembled and cleaned, plus the tank and fuel lines. The airplane was in the shop a week. One beautifuC warm autumn af ternoon the inspector and I flew to Candlewood Lake in western Con necticut for a hull leak test. The lake's 50-mile shoreline was lined with summer cottages and docks. At this late time of the year the kids were in schooe so the cottages were closed for the winter. The water was mirror smooth without a breath of breeze. We set down on the water right in the middle of the lake and decided to shut the engine down and take a swim. The battery for starting the engine was not much larger than a motorcycle battery and was guaranteed for only one start of the big engine. We stripped and dived overboard. The water was still warm, and we were swimming and treading water while talking and enjoying ourselves. The sun was getting ready to set. The air was calm, and the water glassy. How

ever, as the heat of the sun dimin ished and the water and ground stayed warm, convection currents began. I felt a sudden strong breeze on the back of my wet hair. Ripples started on the water, and I turned to look at the plane. It was floating rapidly away from us, pointing for ward with the wind. I quickly struck out swimming to catch it, telling Ted, the inspector, to stay put, and I would come back to get him. I can swim, but I was not an athlete. I swam as fast as I could with every bit of strength I had, but I thought I would never catch the plane, which was gaining speed. I really thought it was going to be my end by drowning. Finally, I reached the rudder and grabbed it with my wet fingers, only just man aging to hold on while I waited for my heart to slow down. After a long wait my heart slowed about halfway. I decided to start swimming along side the hull faster than the plane was moving through the water to get about halfway forward where there was an open door about 24 inches above the waterline. It took another tremendous ef fort to get forward to the door, and I was afraid that I would not have strength enough left to reach up and grab the sill. I knew that if I missed it there was nothing else to which I could hold to catch my breath again and get my heart slowed down enough to lift myself up into the open door. I made one desperate lunge and caught my fin gers on the sill and hung on there for two or three minutes before I had the strength to barely lift my self up through the door. There were no handholds! When I got inside, I realized that the sun had set long ago; it was dusk, and I had to get the engine started and taxi back to find Ted Alexander in the dim light. I climbed up into the cockpit, still bare and wet. I had to get that engine started. I primed it carefully and turned the

switch. It started instantly! I taxied fully a mile out on the lake in the deepening dusk looking for Ted 's head in the water. He was older than I, and I was worried about whether he would have been able to stay afloat. By good luck I spot ted his head and taxied alongside of him. He was able to reach up and hang on to the doorSill, but he was too weak to lift himself up onto it . With the engine idling I climbed down to the door and helped him inside. He said that he could not have stayed afloat longer. He got his clothes on while I took off, still bare, in a hurry because it was getting dark and the factory crew would send up an alarm for us. When I got enough altitude I called the factory control tower. Af ter landing I got my clothes on, much to the amusement of the ground crew. We had adventurous explaining to do. If I had not caught the airplane, I almost cer tainly would have drowned out in the middle of the lake, as would have Ted. The airplane would have gone on until it ran ashore, with our clothes inside. I had other adventures while testing those amphibians and also a newer, larger, and much more modern amphibian, the XJL. The J2Fs were a very important un armed airplane during the war. I have talked to marine sailors and flight crewmembers who had been rescued by them, mostly out in the Pacific, and they just worshipped the J2F after they were pulled up into that same little door. The hull had four folding litters on the in side walls, and some of the men rescued were so exhausted that they needed the litters. In some cases, so many men were crowded into the plane that it could not take off and had to taxi to a ship to unload. I'm glad that I had a small part in their production. After my experience, I had ordinary screen door handles installed at those doors. From my perspective, they were a major improvement! ....... VINTAGE AIRPLANE

LUB NOTES

ENGINE FAILU RE!

JEFF WIMMER My NOT-So-ExCELLENT ADVENTURE

It was a spectacular Friday morn ing, and I was enjoying one of my customary early morning flights. My favorite flying time is early in the day, when the air is cool and still and I have the skies to myself. I generally try to get into the air by 6:45 a.m., fly for an hour to an hour and a half, and get back in time to get showered and go to work. This was one of those perfect flying days-visibility as far as the eye can see, temperatures in the low to mid 60s, no wind, nobody else in the air, just absolutely perfect. My Swift is (more or less) what one would call a Super Swift-the engine is an 10-360 with 121 hours on it, with most systems new or overhauled including the electrical and hydraulics, sticks, a new canopy, nice panel, and new inte rior. It's just waiting for paint, but that's another story. My usual flying routine is to do some air work, then go to an air port 40 or 50 miles away, do a few landings, and then return home. I'm based at Sky Acres Airport in Millbrook, New York, and had flown up to Columbia County Air port (lBl) in Hudson, New York, which has a nice long, wide run way (5,350 by 100). Perfect for 10

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doing a few touch-and-goes before heading home. I had just completed my third landing at IBI and was taking off to do one more before returning. I was climbing out with full power, and the landing gear was not re tracted (to save on wear and tear when doing the touch-and-goes). I was not sure exactly how high I had gotten, somewhere between 400 and 800 feet AGL, when I sud denly heard and felt two successive loud bangs, followed by the aircraft shaking and the smell of something burning. I immediately and instinc tively banked hard to the left, as I pulled back a bit on the power. That decreased the shaking, and I exe cuted about a 220- to 240-degree turn back to the airport. Besides making it back to the airport before I ran out of altitude, my main con cern was that I smelled something burning and needed to get back on the ground and out of the aircraft as quickly as possible! It seemed, at the time, that I still had some power, so I wanted to con serve what I had and not feed any potential fire more than necessary. I completed the turn to the left and was now coming up on a (more or less) 45-degree approach to the downwind runway ... so I banked

hard to the right to line up. I re member worrying whether I could complete the turn and level the wings before the right wingtip con tacted the runway. Once I completed the turn, I lined up and then exe cuted a pretty decent landing and coasted off on the first turn-off to the right that I came to with a few hundred feet of runway to spare. I think that I used flaps once I was lined up, but I couldn't swear to it. All I do know was that once I was on the ground, I shut off the fuel, igni tion, and master as quickly as possible, and probably set a record for getting out of the plane. Next thing I knew, I was standing on the taxiway next to it, watching it drip ping oil and waiting for the flames, which thankfully never came. After taking a few deep breaths, I began walking the half-mile to the office, and after a few minutes, along came a white van that pulled up next to me. It was the FBO man ager, who first asked if I was okay and then complimented me on my flying and safe return. He told me that he had been watching me do ing my touch-and-goes, heard the bangs, and then watched as I was coming back. He drove me to the FBO where he arranged for a couple of guys to help tow the airplane

back to a tiedown. It was interest ing to watch them try to figure out how to hook a tug to a Swift with a tail wheel. I had them wrap a webbed strap around the tail. We towed it to a tiedown, dripping oil all the way. After first calling my mechanic, I removed the cowling to see what had broken. The cylin der head on the middle cylinder on the left-hand (pilot's) side had com pletely separated from the barrel, but the piston and barrel were in tact, and it appeared that no metal that had gotten into the engine. My mechanic flew up, looked at it, and flew me back to my home airport. Later that day, I came back in my Cessna, with some tie-down ropes, chocks, and sun shields, and I tied down and locked up the Swift for the weekend. We ordered a cylinder, and the following Tues day we went back at the crack of dawn to change the cylinder. Once we got it apart, we learned that the intake manifold had also been sheared completely off at the flange, so I'm not sure just how much power the engine was really producing after the cylinder failed. And the injectors were still send ing fuel into the separated head, while the spark plugs were spark ing away, so my fears of a fire were not unfounded. By the way, I have since heard from others that although losing a cylinder head is rare, it happens from time to time. I've heard that there is an AD (airworthiness di rective) out on other Continental engines to pressurize the cylinders and use a soap bubble test to check for leaks and cracks. I certainly never expected a failure of this na ture, as I had only 121 hours on the engine! And I am fastidious when it comes to avoiding shock cooling and trying to operate the engine properly. Back to the point(s) of sharing this story: I am firmly convinced that my glider training this past spring was key in saving my butt. My return to the airport is exactly

the maneuver that one is trained to perform after a towrope break when flying a glider. And, it was good that I fly the airplane a lot and am familiar with its characteristics. Had I not kept up my speed in the pat tern, and set up properly for the landing .. .well, let's not speculate. Especially when you consider that the Swift glides pretty much like a brick and has no stall warning (1946 technology). If you get too slow with a Swift, it can develop a high sink rate that could be difficult or impossible to overcome during the flare. And let me tell you from ex perience, it is very counterintuitive to keep the nose down to keep your speed up after an engine problem with the ground fast approaching. We've all read numerous articles in various flying magazines about whether you should try to return to the airport after an engine fail ure on climb-out. I can honestly say that I didn't have time to weigh the merits of whether to return or look for an alternative. All I can say is that my decision to return worked for me. In reflecting upon my experi ence, a number of thoughts have come up: 1. Luck had a lot to do with it! Since I was doing touch-and-goes, my takeoff roll began about a third of the way down the runway, so there was less chance of my over shooting the runway when I returned for a downwind landing. Had I begun my takeoff from the beginning of the runway, my downwind return would not have given me as much runway to work with. Either my turns would had to have been much steeper, or I would have had to turn 360 de grees to get lined up. To make a downwind landing, I only needed to execute a 22S-degree turn, fol lowed by a 4S-degree turn for a total of 270 degrees. I would have needed more altitude to complete a full 360-degree turn to line up in the same direction as my takeoff. 2. After flying for nine years and

850 hours without ever experienc ing something like this, I have to admit that I did not devote a great deal of attention to anticipating problems, and I had not given a lot of thought to the possible off-airport landing sites. You can bet that I will be paying much more attention to potential landing sites around any airport I'm at, whenever I fly in the future! Unfortunately, it can happen to you, and you never can tell when you might need to act quickly! 3. Don't rule out any options the option that you fail to consider may be the one that could have saved you! I had it in my mind to "get back to the runway!" How ever, it might have been a better idea to have landed on the taxiway that was closer than the runway. Especially with less altitude! Or, I could have landed in the tie-down area, which was plenty wide enough, and closer yet than either the taxiway or runway. So, make the best use of all possible options, and don't get conditioned to over look possible places to put the plane down. If it's flat, and you're not going to kill anyone or hit anything big and immovable, think about using it. Lastly, I cannot emphasize the importance of training, training, and more training. Had I not been comfortable in the airplane, and been able to fly it pretty much on instinct, I would probably not be here to tell the story. In hindsight, I can see how it would have been really easy to get too slow in the pattern, and we won't even think about the possible results of that. So.. .it was a very exciting Friday. I hope that I do not have that kind of excitement again any time soon! Nor do I wish it on anybody else. This time, with a lot of luck, and the right training, I got away with out a scratch on the plane or me. I'm not complaining! Then again, there is that $3,000 repair bill .... Jeff Wimmer Lagrangeville, NY VINTAGE AIRPLANE

What the Heck Does 150 Mean?

And why it's important for aircraft owners!

Doc MOSHER We've all seen it. Sometimes on seat belts, sometimes on emergency locator transmitters ( ELTs), sometimes on strobe lights. But what does TSO mean? "A Technical Standard Order (TSO) is a minimum performance standard is sued by the Administrator for specified materials, parts, processes, and appli ances used on civil aircraft. " FAR 21.601 (b)(l) Subpart "0 " of FAR 21 covers Technical Standard Order author izations. You can get full information at http://av-info.faa.gov/ tso/ HistryI hist96.htm and http//av·info.faa.gov/ tso/Tsoque/ Quest.htm. In this article, we will give you an over view of what the TSO means to the air plane owner. Throughout the 1930s and 1940s the United States experienced a rapid growth in the aviation industry. There were 30,000 airplanes in operation in 1946, and more than 100,000 planes were forecast to be in operation by 1950. This rapid expansion placed an exten sive burden on the Civil Aeronautics Administration's (CAA) ability to perform the needed inspections. As a result, expensive delays and high costs were often experi enced in the industry. In response to these problems, in 1946 the CAA proposed the certification of qualified aircraft manufactur ers who would meet the CAA published criteria for manufacturing certain items that could be installed on airplanes. The CAA would continue to certificate airplanes, engines, and propellers, but it would no longer certificate smaller, indi vidual parts. The soundness of all other components, including instruments, would now be ensured by the manufac turer's guarantee that these parts met the performance requirements estab lished by the appropriate TSOs. The institution of TSOs eliminated the need to hire many additiona l inspectors, and it further expanded the decentralization of authority at the CAA. Three separate and distinct types of TSOs were instit uted in the 1940s and early 1950s. They were C-TSOs, N-TSOs, 12

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and G-TSOs . C-TSOs set technical stan dards for aircraft components. N-TSOs set guidelines for runway construction, and G-TSOs are for the purpose of issu ing guidance for ground operations . Civil Air Regulation (CAR) Amendment 04a-l, adopted November 18, 1947, and effective January 1, 1948, formally established the C- series of TSOs as fol lows: " Cu rrently effective Civi I Ai r Regulations require approval of certain specified appliances by type certification. Such certification entails submission of detai led data for each appliance or varia tion thereof, which data must be examined and approved by the Adminis trator of Civil Aeronautics. The purpose of this amendment is to simplify and ex pedite approval by permitting, in lieu of type certification, the establishment and pub lication of specifications by the Ad minister for such appliances ... " The amendment also says, "An appli ance for which a Technical Standard Order has been established shall be deemed ap proved by the Administrator when the manufacturer certifies that the appliance meets the specifications included therein. " (FR7898, November 25 , 1947). CAR Ame ndment 04a-l cont inues by saying, "The TSO system of approval may be used by the Administrator for items such as ma terials, parts, and processes, as well as those appliances which now do not require type certification . . . Simply stated, the FAA drafts perform ance standards for some appliance (for example, a shoulder harness), and any manufacturer who can meet these stan dards can then be authorized by the FAA to produce such an appliance . Of course , the FAA makes sure the standards are maintained. Any appliance manufacturer that meets and maintains these stan dards can stamp its product TSO. Today, proposed TSOs are drafted for public comment, especially by organiza tions like RTC A and SAE. There has been an explosion of technology and the introduction of new equipment in air

craft, and th is has presented workload problems for the FAA's TSO program. What does all this mean to the aircraft owner? The TSO stamp on any appliance certifies that the appliance meets the en gineering and manufacturing specifications of the FAA, and relieves the ind ividual air craft owner of that task. The TSO stamp on each batch of Dacron fabric intended for use in covering a certificated aircraft shows that the particular batch of fabric meets the standards for that particula r part number of the manufacturer. (In this example , there are different grades of Dacron under different brand names, so be sure the correct grade is used.) Sometimes you may see the stamp TSO-PMA. This means technical standard order-parts manufacturer approval. " Not only does the part meet the published TSO standards , but also the PMA ensures that the manufacturer has parts manufac turer approval from the FAA. Your A&P mechanic can install that particular mate rial or item being assured that it complied with airworthiness standards when it left the manufacturer. If you own a certificated airplane (Cub , Champ, Luscombe , Cessna, etc. ), you can not install new automobile seat belts unless you want to certificate them yourself. If you use TSO-marked seat belts , that certifica tion and FAA approval has already bee n completed for you. If you install an item that is approved under a supplemental type cer tificate (STC ), the STC will cover the airworthiness standards. For most of us, the TSO stamp i s enough to let us know the FAA has ap proved the item for i nstallation . Installation, of course, is another story. Need to know more about TSOs? Download a copy of Advisory Circular 20-110L from the FAA website , www.faa.govl certificationl aircraftj. Look at the left side of the FAA home screen and click on "Advisory Circulars. " You can also click on "Technical Standard Orders " to get information about specific TSOs. ....... It's all there for easy access.

Jim Thomas of Anchorage, Alaska, and Groveland, California.

plan was to visit friends and spend some time at my remote cabin. While relaxing on the deck of my cabin, I decided I really wanted to fly to Oshkosh. After all, it's only 3,300 miles from Anchorage to Oshkosh." When asked what he does for a living he said, "I'm between careers and enjoying my airplane." From anyone else that would mean he was out of work and look ing for a job. That, however, is not Jim Thomas' situation. He 's lived through one interesting career and is now flying his Super Cruiser around the country while he figures 14

NOVEMBER 2002

out what he wants to be when, or if, he grows up. His first career was a long, long way from the Alaska bush and in no way indicated he'd wind up a con firmed Alaska devotee. "I was born and raised in the San Francisco area and went to college at Cal Poly," he said. "I graduated with a degree in aero engineering and went right to work for Boeing in Everett, Washington, on the 747 proj ect. I worked in the structures group doing design on the wing to body fairing, landing gear, cabin doors, and fuse lage structure. It was a good job, and I liked what I was doing. "One day, a designer who worked for me brought in some photos of Alaska and told me they were hiring people to work on the construction of the Alyeska Pipeline being con structed from Prudhoe Bay to Valdez. The designer said he was in contact with a company that was hiring en gineers to work on the project. "They were actually looking for civil engineers, but I really wanted to go to Alaska and figured I'd send my resume in, but I didn't give my aero engineering degree much of a chance at landing a job. As it turned out,

they had to retrain everyone they hired to become arctic engineers be cause the work involved building a hot oil pipeline in permafrost. "To my surprise, I got a job offer that tripled my Boeing salary. That was impossible to turn down, espe cially since it would put me in what had always been described to me as a paradise for outdoorsmen." What Jim hadn't thought about too much was the timing of the job move. The offer came at the end of 1974, and he reported for work in January of '75. January isn't neces sarily the most opportune time to move that far north. "When I stepped off the plane in Fairbanks it was 65 degrees below zero, and it stayed there for two weeks," he grinned as he remem bered. "After training in Fairbanks, I was sent to the Atigun construction camp in the Brooks Range where it was 70 below. It was so cold they wouldn't let us go outside to work! I was beginning to understand the rea sons between the salary difference between Boeing and my new job." He stayed with the pipeline job just long enough to get infected by the Alaska bug.

"I was young and wanted an ad venture, so, after about a year and a half, I quit and started on a series of trips. The first one was a 2S0-mile kayak trip on southeast Alaska that took me from Wrangell all the way out to the Gulf of Alaska and the town of Sitka. Then I hiked the Chilcoot Trail, took a train to Whitehorse, and then hitchhiked to Dawson City and the Klondike gold fields. "Basically, I had made a lot of money in a hurry and wanted to en joy Alaska." Since most Alaskans see airplanes as essential as pickup trucks, he was subjected to more than his share of flying machines. That's where his pipeline time began to work for him. "I had been fascinated with air planes since I was a kid because my dad was a naval aviator and flew SBDs and SB2Cs. There were all sorts of flight training books around the house, which I loved to read. We would also go to air shows around the Bay Area, whenever we could. So, when I was working the pipeline and we had nearly 24 hours of day light, I began taking flying lessons from a CFI who worked the local Flight Service Station. "During my first solo a Learjet happened to call in saying he was 20 miles out and landing. I immedi ately got on the radio and reported that I was in the pattern and on my first solo doing three touch-and goes. To my relief, the Lear pilot responded that he would hold out over the river until I had completed my three circuits. "Shortly after my solo, my CFI was transferred, and I was out of an airplane and instructor." The problem of finding a learning situation that was stable long enough for Jim to get his certificate would dog him for a long time. "Another guy came to the FSS who was also a CFI, and I started to continue my lessons with him, but another pilot who had rented his airplane flipped it on its back on a sand bar, and I was once again

A pretty comfort able cabin starts with a well-cush ioned seat and a panel equipped with a reasonable amount of instru ments. A portable communications radio and a GPS are also mounted on each side of the panel.

out of airplanes. "Finally, I went to Buchanan Field in California looking for a flight school that had both lots of air planes and lots of CFls. I thought I had it made, but just after I com pleted my short cross-country, the flight school lost their lease and closed up shop. This was really get ting old." By this time he had invested a huge amount of time and effort in search of the elusive pilot certificate, so he headed back north. "I went to Merrill Field in An chorage and started down the row of flying schools asking what I had learned to be the three most impor tant questions about flight schools. How many airplanes did they have? How many instructors? How long was their lease? "By that time my dad and I had

purchased a Super Cub, and I needed my license in short order. I had plenty of flying time and had most of the requirements, but I was hav ing a terrible time trying to get that last little bit of instruction so I could take the checkride." His persistence paid off on the third flight school he interviewed. They had the requisite multiple of instructors and airplanes, had a long-term lease and, most impor tant, were willing to help him get his certificate as quickly as possible. "When I ask them about a lesson schedule they responded, 'We can fly you today, tomorrow, Friday, and any day you want.' What I really liked about them is that they didn't take me back to hour one, as so many of the other schools had. They evaluated me to see where I was at, and then we started from there. " VINTAGE AI RPLA NE

Under the back seat, there's a handy surprise-a toolbox. A great place to keep essential traveling stuff like tiedowns and a quart or two of oil from bopping you on the head during a bout with turbulence!

In very short order, he was ready for the checkride, but once again it looked as if his efforts were about to be foiled-the weather was re ally lousy. "My CFI called the examiner and told him I needed the check ride in the worst sort of way, and the exam iner, bless his heart, said, 'If he'll fly in this stuff, he must be okay.' He came over, we did a little flying, and he signed me off. Then I took a cou ple of hours of tailwheel instruction, 16

NOVEMBER 2002

Flip the seat down, and the extended baggage compartment turns into a snug sleeping spot.

got my endorsement, and we went down to pick up my first airplane, a Super Cub." Before starting the Super Cruiser project, Jim went through a number of airplanes, including the Super Cub, a Cessna 180, a 180-hp Sky hawk, and a couple of Citabrias. One of the Citabrias, a 7ECA, bears mentioning because he didn't get it in the usual way. "I won it in a raffle being con ducted by the Libertarian Party in Fairbanks. It was $25 a ticket, five for a hundred bucks. I gave them the hundred bucks and took their

airplane home. It doesn't get any sweeter than that!" By this time Jim was an old Alaska hand and knew what he wanted in an airplane. He also knew he was hooked on tandem seating and fly ing with a stick, not a wheel, but he still wanted a machine with lots of baggage space and good short-field performance. A modified Super Cruiser was high on his list, as it is for most Alaskans because of the wider back seat and the ability to graft on lots of parts from Super Cubs to increase performance. ''I'd heard about this PA-12 that had been sitting for 10 years in Fair banks, so I went up to look at it. It had been disassembled after a ground loop, but it didn't look too bad. I couldn't see any major dam age, although as [ found out later, the fuselage was tweaked and needed straightening. This was no big deal because I planned on modifying it quite a bit, so truing up the fuselage would just be another thing to do." The first owner of the airplane was the Atomic Energy Commis sion, and its logs made it appear as if it had been used for surveillance or radiation monitoring around one of the first nuclear plants in Washington state. However, one of the major surprises upon seeing the airplane for the first time was the metalized fuselage. "Although the airplane was nearly stock, in 1954 one of the owners had the fuselage metalized by Met Co-Aire in Fullerton, California. Met-Co-Aire had a number of STCs to metalize a lot of different air planes, so this wasn't a one-off project . In fact, I know of at least three other metalized Super Cruisers in Alaska." The metalizing process wasn't a simple matter of riveting aluminum sheet to the stringers in place of the fabric. In fact, the aluminum was applied in a unique fashion. "I'm fairly certain they made the aluminum shells up in a jig off the airplane and then slid them on from the back and finished them. I think

it was done that way because the through a rebuild receives a power which might otherwise become free skin and the formers stand off from injection in the form of a 150-hp 0 floating objects during turbulence. the tubing and are held in place by 320. And so did the Thomas Jim also likes to point at the relief Adel clamps. Also, you'd have to airplane. But the search for perform tube as being one of the more practi have a snake that's good at riveting ance and utility didn't stop there. cal modifications he's made to the "We replaced the horizontal tail airplane because it has come in to buck the rivets at the back of the tail cone. There's just no way you surfaces with balanced Super Cub handy many times on the long-dis can get at them from the inside, I units, which included the PA-18 tance treks of which he seems so don't care how small you are./1 trim system and flying wire carry fond. He's had the Chrome Cub as The construction technique , through. The elevator control far north as the Arctic Ocean, west which leaves the tubing stand to the Bering Strait, as far east ing free from anything around as Oshkosh, and as far south it, worked very much in the as the tip of Baja California. airplane's favor. We all know there is no such "Lots of times there is corro thing as a fast Cub, so it's easy sion in the bottom longerons of to see why he prizes the relief rag and tube airplanes because tube so highly. the dust and dirt collects in the "Cruiser wings are basically little valley formed by the fuse the same as the Super Cub, so lage fabric and the tubing. This it was no problem to add the holds mOisture, and rots every PA-18 flaps. At the same time thing around it. In this airplane, we installed F. Atlee Dodge there's a good-sized gap around 60-gallon tanks and a small The Piper Cub mascot gets a new name and a pony the tubing so nothing collects header tank under the instru to ride , recalling the black and white film serial, The there. Because of that, this ment panel. The header tank Cisco Kid. "Hey, Cisco! Hey, Pancho!" tubing was in really good con is needed so if you're making dition . Much better than you a circle approach to a landing normally find up north./1 system, which originally used a bell and un-port the fuel tanks, the en Jim and his brother, Bill, worked crank, was replaced with the cable gine won't quit on you. We also put together on the airplane for three units from the Super Cub. Dodge tie-downs in the wings, years. Their first order of business was "Then we installed most of the which I think are one of the best to remove the obligatory ton of mouse Cub modifications certificated by F. things you can do for any Cub be droppings, sand the tubing, and dou Atlee Dodge and others into the cause they eliminate the stress on ble-check it for corrosion. While they fuselage. This included ' X' bracing the wing strut fitting and can also were doing this several of their pilot the top of the fuselage and a bunch be used as a jacking point for work friends and aircraft mechanics had of other structural beef ups. Our ing on the landing gear. their own opinions of what the broth number one goal with the airplane "The engine I installed came out ers should do to the airplane. modifications was to make it crash of a Super Cub, and the 150 hp re "We had a number of people say worthy. We didn't plan on crashing, ally makes the airplane perform. A we should remove the aluminum but in Alaska, that's always in the unique mod to the engine compart and replace it with fabric to save the back of your mind. ment done some time ago was weight. I found weight and balance "At the same time, we modified installing a cowl flap into the bot records, which showed the metaliza the baggage compartment with the tom of the cowling . It doesn't do tion added just under 20 pounds to cathedral and knee braces to make a much good, but at least I can say I the airplane's empty weight, and large baggage compartment, which have one./1 pointed out that since the airplane could be used for shelter if the When the Thomas boys were done was metalized, the wings had been weather got bad. I'm glad we did with their little airplane, the list of re-covered three times but the fuse that because I had to sleep inside the certificated modifications totaled 52. lage hadn't been touched. Besides, airplane one time when the wind Still, with all of the detail work and we liked it because it makes the air was so strong I couldn ' t make it effort expended to make the airplane plane unique. That's one of the through a mountain pass./1 fly better and be more useful, folks reasons we didn't paint it./1 One very useful modification is a generally see only one thing-the Rebuilding a PA-12 in Alaska toolbox under the back seat. This aluminum skin. Well, that's probably means something different than it provides a good spot to keep tie just the way it's going to be. After ali, does in the lower 48. Chances are down ropes, chocks, gust locks, there's a good reason it's called the every PA-12 in Alaska that goes tools, a quart of oil, and other gear, Chrome Cub. ...... VINTAGE AIRPLANE

THE 46TH ANNUAL TULSA REGIONAL FLY-IN

Perhaps the Best Ever!

A perfect fly-in with perfect weather CHARLES W. HARRIS SENIOR CO-CHAIRMAN

PHOTOS BY RICK BRYANT

The CAF B-17G Sentimental Journey was the centerpiece aircraft at Tulsa's 46th annual fly-in. That's Betty Grable starring in the nose art.

he 46th Annual Tulsa Regional Fly-In on Frank Phillips Field in Bartlesville, Oklahoma, on Septem ber 20 and 21 was a perfect blending of virtually the entire spectrum of the sport aviation community. The weather had to be experienced firsthand to be be lieved. A frontal passage during the previous Wednesday evening cleared out the entire Midwest and brought forth crystal clear blue skies, low humidity, near calm breezes, and temps in the high 50s in the mornings to high 70s in the late afternoons. The thick green grass was manicured to near perfect appearance, and the cloudless sky gave us not only mild sunny days, but also a full moon that lit up the night sky to almost daylight brightness. Fate had presented us the kind of weather that fly-in fans normally can only dream about! Fly-in planners quite often seek high-profile personali ties and/or aircraft to create attention and thus attract both the flying and lay public to their aviation event. The opportunity for a high-profile aircraft miraculously presented itself early in spring 2002 when the possibility of hosting a tour stop of the famous CAF B-17G Sentimen tal Journey became known. We seized on this rare, rare opportunity. Of the more than 12,000 B-17s ever built, only 15 remain on flying status in the entire world, and it is virtually beyond imagination that one would ever be available for an appearance at a regional fly-in. For an ex tended period it was also agreed the big World War II Boeing Flying Fortress would be accompanied by a sec

NOVEMBER 2002

ond CAF tour aircraft, the WWII German Luftwaffe Heinkel He-l11K medium bomber, which is the only fly ing example in the United States. However, the Heinkel suffered a mechanical problem in August 2002 and was removed from flying status and could not attend. The promise of the two historic WWII bombers gave rise to another important prerequisite of a fly-in-a proper and appropriate theme. And so it came to be that the 46th Annual Tulsa Regional would become known as liThe Year of the Warbird." It was fast becoming a year of tingle and excitement. The excitement was further heightened because the construction of an entirely new runway-length taxiway during the previous year had ne cessitated the cancellation of the 2001 fly-in. Everyone was anxious to re-establish the long-running event. With the CAF B-17 coming, it was only natural to in vite and involve the many local warbird owners in the fly-in in a more prominent way than ever before. Dave Wheaton would bring his B-25; Alden Miller would lead a big gaggle of the Riverside-based T-6/SNJ/Harvard group as well as the T-28s and the P-64. The many Stear mans, PT-19s, N3Ns, et al. would also join in; it looked for all the world that a fine military-related emphasis was surely forming. All the while, April through August, the many and varied facets of the fly-in support areas were increasingly enthusiastic. Then, in mid-summer we got news equal to the B-I7's planned visit. Former World Aerobatic Cham pions Nikolay Timofeev and Elena Klimovich, both from Russia, would be headlining the Claremore Air Show and would additionally fly to Bartlesville in their Sukhoi 26 and 31 aircraft and appear at the fly-in, on both Friday and Saturday mornings. AME Guy Baldwin had made these arrangements and would fly lead in his Extra 300. This startling news meant, in addition to the great vari ety of traditional show class airplanes, we would have not only the fabled and famous B-17 and the other war birds, but also two former World Aerobatic Champions and their equally famous Sukhoi aircraft-an incredible assembly of headliner aircraft and aerial attractions. The mailers went out to the constituency; the ads went to Trade-a-Plane; the website had long been up; the type club airplanes were coming; the forums were scheduled; the several hundred volunteers were poised; the transportation vans, staff, and drivers were ready; and the exhibitors and vendors were on their mark. Sud

The most knowledgeable Bill Hare of Mission, Kansas, is the fly-in's pub lic address announcer. Here he takes a few minutes to interview Soviet aerobatic champions Elena Klimovich and Nikolay Timofeev.

The Carters of Fayetteville, Arkansas, were thrilled with the selection of their 1960 Cessna 175 as the Con temporary Grand Champion.

The Grand Champion Warbird of the fly-in is this 1951 Cessna L-19 Bird dog restored by Billy and Jana Copeland, Arthur City, Texas.

Jim Yates and Steve McGuire (pre sumably, one at a time!) brought their 1953 Mooney Mite from Ponca City, Oklahoma. It was picked the Grand Champion Classic.

Bob Penny ' s one and only 1935 Pasped Skylark, restored by Tom Brown, was the Tulsa fly-in's Antique Grand Champion.

Janet McCollough 's Vultee BT-13A was presented with the Chairman's Choice Award for her sensational warbird. She's from Grandview, Missouri.

Mark Trimble Branson, Missouri, brought his fabulous Beech C-45 to the fly-in. Phillips Petroleum is an avid sponsor of the fly-in.

denly, it was Thursday, September 19; the B-17 arrived in late afternoon from the St. Louis metro area after being weather delayed by the frontal passage. Our first day, Friday, broke sheer clear, cool, calm, and wonderful. The show airplanes came in copious num bers. The warbird contingent from Tulsa arrived in beautiful formation, complete with the concert sur ro u nd sound of their big Pratts and flat-pitch Hamilton-Standards; it was pure aerial harmony. The T6/SNJ/Harvards made their low passes, and then made their breaks, and landed and parked. Next, Dave Wheaton made his arrival and mandatory low pass in his B-2SJ with Jim Goff flying formation shotgun in his NA-SO/P-64. After they made their second pass, they too landed and were prominently parked on the huge re served warbird ramp. The Russians are coming, and so they did. Right down 36 they came, low, fast, with smoke on, and with their big fat three-paddle blades and their 3S0/400-hp geared round engines in a loud roar. After their second pass, they also landed and came up and onto the big

ramp to shut down in a close order-like drill. Bill Hare quickly moved to inte'r view Nikolay, Elena, and Guy, each of whom was a top interview subject. This all seemed almost surreal. While it's not neces sarily an extraordinary sight on AeroShell Square at EAA AirVenture Oshkosh, it was virtually an unheard of sight, sound, and experience at any fly-in other than Oshkosh, Lakeland, or Midland. Mark Trimble of the Ozark Air Museum at Branson brought his magnificent, highly polished Beechcraft Royal Canadian Air Force Ex peditor; Bill Harrison of Tulsa arrived in his Model 18 C-4S Twin Beech; and showplane owner Janet McCul lough of Grandview, Missouri, arrived in her glistening, best-in-the-Iand, gorgeous, highly polished 1941 Vultee BT-13A Vibrator. We parked Janet's jewel-like gem on the emerald green grass just off the north ramp. (Thou shalt not covet, thou shalt not covet, thou shalt not covet!). But, warbirds do not necessarily live by pistons alone, so Jane and Warford Johnson came to the big show from Mis souri in their Rolls-Royce powered Yugoslavian Soko Galeb (Gull) straight-wing military jet trainer, and it too was VINTAGE AIRPLANE

parked on the warbird ramp directly behind the big Fortress. And, as all of these high-profile military-type aircraft were on the ramp and continuing to arrive, the widely varied non-military showplanes from the antique, classic, contemporary, experimental, ultralight, biplane, and aero batic categories continued to arrive in ever greater numbers. Even the factory/modern parking area was steadily filling, and with the weather continuing to re main absolutely perfect, nearly 150 aircraft had landed, parked, and tied down by the time the refreshment and dinner hour had arrived. Saturday was, if possible, even bigger and better! The warbirds' mass arrivals, fast low passes, and formation landings were more spectacular than on Friday. The B-25 and its P-64 formation mate seemed even lower and faster, and the Extra and Sukhoi arrival even more spectacular. Further, since it was now Saturday, the regular show planes were arriving in really big numbers. With a B-17, a B-25, a P-64, a C-45 Expeditor, two Sukhois, an Extra 300, a whole gaggle of T-6/SNJ/Harvards, the Soko Galeb jet trainer on the ramp, scores and scores of display machines landing and being parked, and the 1,000 car parking lot filled, it was simply an unbelievable day. More than 315 airplanes had come to the fly-in! In addition to the fabulous warbirds, our traditional mainstay fly-in airplanes were out in great numbers! The great classic designs from the last nearly 70 years were with us in grand style and strong numbers. For example, we had 15 or so J-series Cubs; 15 short-wing Piper Pacers, Tri-Pacers and Colts; 15-20 Luscombes; 15 Cessna 120/140s; 12 Cessna 170s; approximately 12 Swifts; approximately 10 Cessna 195s, approximately eight Stinson 108s; approxi mately eight Aeroncas; four or five Mooney Mites; two rare Porterfields(!); two Howards; a goodly number of V-tailed Bonanzas; a bunch of older CI72s and C182s; a whole pas sel of the widely popular RV-3s, -4s, -6s, -7s, -8s, and -9s; and lots of miscellaneous experimentals and ultralights, in cluding Tom Gutmann 's brand new German-designed, Ukraine-built CT Cruiser powered by a 100-hp Rotax 912 engine. This amazing carbon-fiber two-place aircraft cruises at 135 mph while lifting more than 600 pounds of payload with a 700-pound empty weight airframe! Individually and collectively, the airplanes were simply a beautiful and impressive insight into our history. The physical facilities on Frank Phillips Field at Bartlesville are remarkably positioned for a fly-in. The FBO ramp is very large and most adequate to handle the air craft traffic matters; we can position our PA sound trailer and speaker towers adjacent to the runway/taxiway/ramp areas where all activities can be continuously viewed and reported; and the unreserved support and total coopera tion of the City of Bartlesville, Phillips Petroleum Company, their FBO Phillips Aviation Services, and espe cially all of the concerned personnel makes the whole event simply a joy with which to be associated. Bill Hare's total profeSSionalism and uncanny know 1 20

NOVEMBER 2002

Alden Miller of Tulsa spent 10 years rebuilding this mag nificent NAA T-6G, finished in the markings of the Oklahoma Air National Guard in the late 1940s.

edge of the aviation community, both historically and by individual company and specific airplane year, make, and model, takes all of the guesswork out of the otherwise nec essary memory process. And, all of this is literally set to music, as we play the sweetest music this side of heaven as background for the event when Bill is not on the micro phone. The Biplane Expo in June and the Tulsa Regional in September of each year are striving to be the best that they can be. And make no mistake, the 46th Annual reached for and caught the brass ring! Our Grand Cham pions could not have been finer; our sponsoring organizations and volunteers could not have performed better ... only in America! It could not have been better scripted beyond what we lived, from experience to experience, from hour to hour. It was an incredible event. The 46th Annual Tulsa Regional Fly In was the realization of "The Impossible Dream" ... the weather, the organization, the airplanes, the guests, the war birds, the volunteers, and the myriad of supporting groups and buffs collectively captured "The Impossible Dream ." It just doesn't get any better than the 46th Annual. Stand tall, friends, you accomplished "The Impossible Dream!" ......

TULSA FLY-IN CHAMPIONSHIP AWARDS {'~fIJqI~ (AIRCRAFT BUILT THROUGH

12131119451: 1935 Pasped Skylark, NC14919 Robert Penny-Versailles, Missouri

BEST CLASSIC (AIRCRAFT BUILT 11111946 THROUGH 12131119551: 1953 Mooney Mite 18C, N85PM James Yates-Ponca City, Oklahoma BEST CONTEMPORARY (AIRCRAFT BUILT 111156 1960 Cessna 175, N6830F Greg Carter-Fayetteville, Arkansas BEST EXPERIMENTAL: 2001 Larry's Mixture, N10251 Larry Flagg-Lees Summit, Missouri BEST ULTRALIGHT: 2001 Kitfox Lite, N300ED Earl Downs-Cushing, Oklahoma FOR THE YEAR OFTHE WARBIRD-THE BEST WARBIRD: 1951 Cessna L-19 Birddog, N201FM Billy & Jana Copeland-Arthur City, Texas

CHAIRMAN'S CHOICE AWAIID:: 1941 Vultee BT-13A, N63884 Janet McCuliough-Grandview, MiS!IOUrI \'

BY H . G . FRAUTSCHY

AUGUST'S MYSTERY PLANE 1928 CRAWFORD A-1

load was 450 pounds, with a range of 500 miles, and 95-mph top speed; cruise at 64 mph and a landing speed of 47 mph. It had a steeL-tube (uselage. This info is from the invaluable website Aerofiles.com. I always enjoy the Mys tery Plane feature, keep it up. Bob Gordon, Uncasville, Con necticut Thomas Lymburn, Princeton , Minnesota, adds this:

e August Mystery Plane, from the collection of Peter Bowers, was a rare one. Here's an e mailed note from Connecticut:

Th e A ugust Mystery Plan e is th e 1928 Crawford A-1. This was designed by William F. Crawford of th e Craw ford Airplane & Motor ManufactOlY of

Long Beach, California, as a home built, although it could also be bought co mpletely built from th e factory for $1,500. At least 16 of them showed up on the civil aircraft register, probably al most all of which were home built. The craft was a 2-place, powered by an 80 hp LeRhone rotary. Wingspan was 30' 0" with a length of 17' 9". The useful

THIS MONTH ' S MYSTERY PLANE COMES TO US VIA

... William Crawford's A-l was de signed for th e amateur builder. However, sixteen were factory produced. ... Later, the Crawford All Metal Air plane Company of Los Angeles built a small number ofDural skin, corrugated airplanes. It seems to have faded into the depths of the Great Depression. Who the heck was "Julia?" Another correct answer was re ceived from Renald Fortier, Ottawa, Canada. ~

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Worman's Fairchild 22

.-足 A favorite of modelers and full-size enthusiasts for years, the Fairchild 22's beautiful lines are timeless .

I've been on a nice trip up and down the West Coast recently, and really enjoyed myself, as usual. I had visited Orcas Island in the San Juan chain in Washington State back in 1996, and aside from visit足 ing Ernie Gann's place at Friday Island, one of the highlights of my visit was seeing Bill Worman's Fairchild 22. Bill has had this project for years, starting with a basketcase of parts and painstakingly restor足 ing it to award-winning status. The pictures show how much effort and love this man has put into the project. When I last saw it, the Fairchild was flying with a wood prop, and Bill was still getting the bugs worked out. Now, as you can see, it has a Hamilton-Standard metal prop installed, a starter has been added, and it has almost 300 hours on it. Bill and I (he's on the right) talk over the ins and outs of flying and main足 taining the Menasco D4, a gem of an engine that wasn't produced in large quantities.

NOVEMBER

2002

in 1903, I'd be curious to see what comments those of you who are Ford histo rians have on the subject. Take a look at the photos taken by Mal Gross and me, and like me, dream of flying this beauti ful restoration. The only reason I didn't get to fly it was we were fogged in all the while I was there. You might also attend one of Bill's one-on-one sessions on welding. He has become so proficient in welding that he is in big demand as an instructor by some of your homebuilders and restorers on Orcas and the neighboring islands. Over to you, Fairchild's sportsman's parasol monoplane didn't sell in great quantities, but its im age is indelible.

That's quite a bit of time for an airplane whose owner doesn't have a pilot certificate. In Bill's works is another Menasco D4-87, and he is finishing his Model T Boattail Speedster, as well as planning for a 1914 Model T Indy-type racer. Bill tells me that Henry Ford really never initially intended to build cars for the public. His 1914 "Racer" was so suc cessful others wanted one and that was supposedly the beginning of the Ford Motor Company. I'd never heard that one before, and since the company started

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NEW MEMBERS

Ethan Heath . ... ..... . ....... Hong Kong S.A.R.

Karl Dieter Rath ........ .. ... Hamburg, Germany

Simon Somvi . ... ........ .... . . ....... Meran

Darrell Ackerman ...... ..... ....... Calgary, AB

Robert Bishop . . . .. .. ......... .... Dundas, ON

Curtis G. Green .. . ... .... ....... Anchorage, AK

Robert Miller .. ......... ......... ... Yuma, AZ

Chris D. Stieber .................. Chandler, AZ

Michael Ram sden ........... West Vancouver, BC

James L. Apple ....... .. .... .. ..... Milpitas, CA

Paul Eric Cory.. . .............. . . Rosemead, CA

Richard T. Gregory .. ....... ..... Sacramento, CA

George]. Suter ....... .... . . .. San Francisco, CA

Stanley Walsh .. .... . .... Rancho Palos Verde, CA

Reed Lindberg .. ... ... ...... .... .. Boulder, CO

Kenneth Lelacheur ...... ... ........ Milford, CT

John L. Barthelmess .............. Tallahassee, FL

David B. Keith . .... .. .... .. ... .... .. Ocala, FL

Mark L. Mroczkowski .. .... ............ Lutz, FL

William Edward Wynne ..... .. . .. Port Orange, FL

Stephen Lipper .. ... .......... ... . . Griffin, GA

Norman Burg .. ... .. .. .... ... . . Des Moines, IA

Ladean Fevold . .... . .... .......... . . Badger, IA

William Runzel ... ................ Evanston, IL

Bill Sheridan .. ................ .. .. Chicago, IL

Philip]. Ruley ........ ... .. ..... . . . Marion, IN

Noble Bair. ............ .. ......... Wichita, KS

Donald]. Ruhl ....... ... ..... ..... De Soto, KS

James S. Ca lloway .. . . . ......... Georgetown, KY

Malcolm C. Burton .. . .... . ... ... California, MD

SKYWARD

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VINTAGE AIRPLANE

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Vintage Airplane

P.O. Box 3086

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: vintage@eaa.org For pointers on fonnat and content feel free to call 920路4264825

John F. Smith .................. Little Falls, MN

Jim Wade .. ........ ... . .... .. .. . .. Grace, MS

Woodward Cannon .. . . . .. .. ....... Raleigh, NC

Bruce Smith .... .... ... .. . .... Grand Forks, ND

Richard Hay . . ... . .... .. .. . .. . Penns Grove, NJ

Lawrence Filener ..... . .... .... Albequerque, NM

Tom Gill ................... .. Rio Rancho, NM

James L. Jordan ... ... ............ Las Vegas, NV

Edward Kopf .................... Las Vegas, NV

Stephen St. John ... . . ... ......... Las Vegas, NV

Dean M. Courtney .. ........... Middletown, OH

Patrick W. Ertel . ....... . . .... Yellow Spri ngs, OH

David L. Entler .. ... . . ... ... . . .. . . Tualatin, OR

Konrad Garcia 4871332 .............. Salem, OR

Robert A. Satterwh ite .... .. ....... . Hillsboro, OR

Larry Teuber . . ..... . . . ...... . .. . Rapid City, SD

Thomas M. Baker ...... . ... . . . .. . Arlington, TX

Larry Browning ..... . ............ Granbury, TX

Mike Gillingham .. ..... . ......... ... . Azle, TX

J. Michael Graham ....... . ...... . . Houston, TX Clark Thurmond ............... Georgetown, TX David M. Hooper .......... . ........ Alpine, UT Andy G. Manilla .............. Salt Lake City, UT Darrel D. Fowler. .. .. . . . ..... . .. . . . Sequim, WA Melvin A. Larson . ... ........ Black Diamon d, WA Dave Robinson ..... . . ..... . . . .... Spokan e, WA Sandra L. Perlman ...... . . . ..... .. Oshkosh, WI Brian C. Schultz ............ .. ... Kewaunee, W I Katie M. Schultz ..... ........ .... Kewaunee, W I Bill Halstead ............ ....... St. Albans, WV

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Uril9dSI8l"PoII8~

Statement of Ownership. Management, and Circu lation 2.Pl.Ncafion~

13. f>ublic.lionr&

114 Issue Deto lor C<m.JIaIIoo OolaBeiow

September 2002

VINTAGE AIRPLANE

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2002

Membership Services VINTAGE

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ASSOCIAT-ION

Directory'"

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

OFFICERS President Espie "Sutch" Joyce P.O. Sox 35584 Greensboro, NC 27425 336-668-3650

windsock@aoi.com secretary

Steve Nesse 2009 Highland Ave.

Albert Lea, MN 56007

507-373-1674

Vice-President

George Daubner 2448 Lough Lane Hartford, WI 53027 262-673-5885 vaaflyboy@msn.com

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

cwh@hvsu.com

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

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

sstlOC@woridnet.att.net

dalefaye@msn.com

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

Jeannie Hill

P.O. Sox 328

Harvard, 1L 60033

815-943-7205

antiquer@inreach.com

dinghao@owc,net

John Berendt 7645 Echo Poin t Rd. Cannon Falls, MN 55009 507-263-2414 fchld@rconnect.com

Steve Krog 1002 Hea ther Ln. Hartford, WI 53027 262-966-7627

Robert C. "Bob" Brauer

Robert D. !l8ob" Lumley 1265 South 124th St. Brookfield, WI 53005 262-782-2633 lumpeJ@execpc.com

9345 S. Hoyne

Chicago, IL 60620

773-779-2105

photopilot@aol.com

Dave Clark

635 Vestal Lane

Plainfield, IN 46168

317-839-4500

davecpd@iquest.net

sskrog@aoi.com

Gene Morris 5936 Steve Court Roanoke, TX 76262 817-491·9 110 n03capt@fiash.net

Northborough, MA 0 I 532 508-393-4775

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

copelandl@juno.com

dar@aprilaire.com

Phil Coulson 2841 5 Springbrook Dr. Lawton, MI 49065 616-624-6490

Geoff Robison

1521 E. MacGregor Dr.

John S. Copeland

lA Deacon Street

New Haven, IN 46774

rCQuison516@cs.com

260·493·4724 chief7025@aol.com

Roger Gomoll

8891 Airport Rd, Sox C2

Blaine, MN 55449

763-786-3342

pledgedrive@rnsncom

S.H. IIWes " Schmid Z359 Lefeber Avenue Wauwatosa, WI 53213 414·771·1545 shschmid@milwpc.com

DIRECTORS

EMERITUS

Gene Chase

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

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

E-Mail: vintage @ eaa.org

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

E.E. "Buck" Hilbert P.O. Box 424 Union, IL 60180 815·923·4591 buck7ac@mc.net

ADVISOR Alan Shackleton P.O. Box 656

Sugar Grove, II. 60554·0656

630·466-41 93

103346.1772@Compuserve.com

EAA and Division Membership Services 800·843·3612 . ........... FAX 920·426·6761 (8:00 AM-7:00 PM Monday-Friday CSn • 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 ... . .. ........ 920-4264843 Build/ restore information , .. .. 920·426-4821 Chapters: locating/ organizing . . 920426-4876 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, . .... . ... .. 920426·4821 Technical Counselors . ... . . . .. 920·426·4821 Young Eagles , .... . ..... . , . .. 920426·4831 Benefits AUA . . . . .... , ....... , . ... . 800·727·3823 EAA Aircraft Insurance Plane .. 866·647·4322 Term Life and Accidental . ..... 800·241·6103 Death Insurance (Harvey Watt & Company) Editorial .. , , , ... . .. .. , , . . .. 920·426·4825 . .. ..... . .......... . ... FAX 920-426·4828

• 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 Assod· ation, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership i5 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 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Associaton 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 magazine not in· cluded). (Add $7 for Foreign Postage,)

AVIATION magazine not included). (Add $15

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 Membe rship, WARBIRDS magazin e and one year membership in the Warbirds Divi sion is a vailable for $50 per year (S PORT AVIATION magazine not included). (Add $7 for

Foreign Postage.)

EAA EXPERIMENTER

lAC

Curre nt EAA members ma y 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 $8 for

Current EAA members may join the Interna tional Aerobatic Club, Inc. Division and receive SPORT AEROBATICS maga zine for an addi tional $45 per year. EAA Membership , SPORT AEROBATICS magaZin e 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

Membership 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 Associat"n of the Experimental Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EAA Vintage Ajrcraft Association, P.O. Box 3088, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO adcresses 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 POLICY: 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 3088, Oshkosh. WI 54903-3086. Phone 920/426-4800. EAA" and SPORT AVIATION". the EAA Logo" and Aeronautica~ are registered trademarks, trademarks, and service marks of the Experimental Ajrcraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited. The EAA AVIATION FOUNDATION Logo is a trademark of the EAA Aviat"n Foundation, Inc. The use of this trademark without the permission of the EM Aviation Foundation, Inc. is strictly prohibited.

VINTAGE AIRPLANE

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This 100% cotton golf shirt sports the VAA logo on the sleeve. SM MD

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Men's Burgundy Golf This golf shirt is 100% cotton with tone on tone VAA logo on chest. It sports a three color collar. MD VIOlS 1 $34.95 2X V11134 $36.95

$68.95 USA Fleece Jacket This plush jacket will show your USA and VAA pride. Made of 100% acrylic it washes easily.

SM MD

LG XL

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VIOl30 VIOl31 NOVEMBER

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2002

VI0132 VIOl33

VIOl53 V11133

VOO913 V00916

XL 2X

VOO917 VOO929

TELEPHONE ORDER: 800-843-3612 FROM US AND CANADA (ALL OTHERS 920-426-5912)

MAIL ORDER: VINTAGE MERCHANDISE PO BOX 3086 OSHKOSH, WI 54903-3086 ORDER ONLINE:

www.eaa.org

,, 足_ _ This cast -lTlP,t;,'I -nin A great way to ~n()lAT_V()l

Travel Mug Classic stainless steel mug with plastic handle and cap. Standard base fits most car cup holders.

Mini FanIFlashlight

SALE $4.95 This clever gadget features both a fan and a flashlight. Batteries included.

VAA Logo Decal Shiny metallic VAA logo decals are great in showing your VAA pride. The image is printed on both sides so you can stick the decal on the inside or outside of your window.

Small VAA Logo Pin VOO258 $3.99 This small metal pin can be displayed on your clothes, then easily removed. (Tie tack style pin.)

Flat VAA Patch VOO257 $1.99 This VAA logo patch can be ironed on your shirts, coats or other accessories.

Blue/Gold Marbled Mug V40240 $5.95 Enjoy your morning coffee with this marbled coffee mug.

3-D VAA Patch $3.99 This 3-dimensional patch is well tailored and will look great on your clothing and accessories. VINTAGE AIRPLANE

Merchandi---~

ORDER ONLINE:

www.eaa.org

Navy Cap with gold leaves & braid on brim, cool mesh back.

Ladies Stone Micro Fiber Jacket $64.95 This classy jacket for women is soft to the touch, water repellent, and light weight with inside zipper pocket. SM V11168 MD V11169

LG XL

Vl1171 V11172

Men's Navy Micro Fiber Jacket MD V10005 2X V10009

LG V10006

XL V10007

Sweatshirt Blankets These blankets are extra soft, 54 in. x 84 in., and machine washable. V00933

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FROM US AND CANADA (ALL OTHERS 920-426-59121 $71.95 $72.95

This classy navy jacket is soft to the tOllch, water repellent, and light weight with inside zippered pocket. Machine wash, gentle cycle.

MAIL ORDER: VINTAGE MERCHANDISE PO BOX 3086 OSHKOSH, WI 54903-3086

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