VOL. 30, No. 12
DECEMBER 2002
Sport Pilot newsletter enclosed with this issue. 2 VAA NEWS/H.G. Frautschy 4 INSTALLING HANDHELD RADIOS
IN VINTAGE AIRCRAFT/ Evan McCombs
7 REMINISCING WITH DUTCH
ENGINE FAILURE
SELECTED EXCERPTS FROM
THE AIRMEN'S SKY Is NOT THE BLUE/
Holland "Dutch" Redfield
8 BLOCK LETIERING
EXACT PROPORTIONS FROM THE 1930s/
H.G. Frautschy 10 THE MAKING OF A SHOW PLANE Steven W. Oxman 12 MYSTERY PLANE 14 WHAT OUR MEMBERS ARE RESTORING 16 CLIPPER SHIP THE PRESTEN FAMILY DO-EVERYTHING AERIAL CONVEYANCE/Budd Davisson 21 PASS IT TO BUCK/Buck Hilbert 25 CALENDAR 26 CLASSIFIED ADS 28 NEW MEMBERS 30 VAA MERCHANDISE
Publisher Editor路in路Chief Executive Editor News Editor Photography Staff Advertising Coordinator Advertising/Editorial Assistant Copy Editing
TOM POBEREZNY scon SPANGLER MIKE DIFRISCO RIC REYNOLDS JIM KOEPNICK LEEANN ABRAMS TRISH LUNDQUIST JULIE RUSSO ISABELLE WISKE COLLEEN WALSH KATHLEEN WITMAN
VINTAGE AIRPLANE
Executive Director, Editor VAA Admin istrative Assistant Contributing Editors Graphic Designer
HENRY G. FRAUTSCHY THERESA BOOKS JOHN UNDERWOOD BUDD DAVISSON OLIVIA L. PHILLIP
FRONT COVER: Skimming the surface of Lake Winnebago, Eric Preston flies his one-of-a-kind amphibious Piper Clipper for EAA photographer Lee Ann Abrams. EAA photo 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: "Checking the Mail" is the title of this Sam Lyons painting, winner of an Excellence Ribbon in the 2002 Sport Avia颅 tion Art Competition. Prints are available. For more information on Sam's work, or to order prints, visit his website, www./yon颅
sstudio.com.
from the Vintage Aircraft Association Board of Directors and EAAlVAA Staff
Paul Poberezny
Espie "Butch" Joyce
George Daubner
Steve Nesse
Charles Harris
David Bennett
John Berendt
Bob Brauer
Tom Poberezny
Scott Spangler
Michael DiFrisco
H.G. Frautschy
Theresa Books
Julie Russo
Jim Koepnick Trisha Lundquist
Steve Bender
Gene Chase
Dave Clark
John Copeland
Phil Coulson
Roger Gomoll
Dale Gustafson
Jeannie Hill
LeeAnn Abrams
Susan Zolkowski-Kirk
Olivia Phillip
Colleen Walsh
Isabelle Wiske
E.E. "Buck" Hilbert
Steve Krog
Bob Lumley
Gene Morris
Dean Richardson
Geoff Robison
Wes Schmid
Alan Shackleton
EWS
and other Museum volunteer oppor tunities are listed on the website. Website planners purposely de signed the site to allow for future expansion, particularly the Museum's Collection and the Virtual Museum ar eas, allowing the website to evolve over the next few months and years.
EAA FLIGHT PLANNER INCORPORATES STADIUM TFRs To help pilots avoid stadium overflights, EAA Right Planner maps show the location of the tempo ,----- rary flight restrictions (TFR) for stadiums with ~ capacities of 30,000 or more. Using FAA-provided coordinates, the maps answer a main objection pi-';~-~~f};;''=-~~ lots had to the blanket TFRs restricting flights within 3 miles and 3,000 feet of the stadiums: no official -=-~~..::. ~-~ ~ documentation existed showing the precise loca- "iiiiiiiiiiiiiiiillii~iiiiiiiillllliila tions of these facilities. Now anyone can go to the EAA website, click on the "View TFR Maps" link and get accurate stadium locations represented by green dots. The locations are incor porated into EAA Flight Planner-generated maps. The complete list of stadiums is also available on the EAA website at www.eaa.org. On a personal note, a recent cross-country flight I made would have passed within the TFR over the stadium for Northern Illinois University. Using Aeroplanner, a quick preflight check of the airspace determined the TFR area wouldn't be "hot" un til after I passed by, but the EAA Flight Planner sure made it easy to precisely determine the boundries of the TFR . Members near the Washington, D.C. , and Crawford , Texas, areas are encouraged to review the prohibited and TFR airspace notices prior to each flight!
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EAA LAUNCHES NEW AIRVENTURE MUSEUM WEBSITE
EAA Museum's redesigned website at www.airventuremuseum.org puts EAA's educational and interactive content just clicks away from aviation en thusiasts around the world. Visitors can easily and quickly access com prehensive information about the museum, including its exhibits, attractions, events, activities, collec tions, services, and latest news. For those interested in the museum but unable visit regularly, the website offers photo exhibits, descriptions of the collection, and a virtual tour. "We see the website as being an important way for us to interact with millions of
NATIONAL BUCKER JUNGMEISTER CLUB
Mrs. Frank Price has advised us that the National Bucker Jungmeis ter Club is for sale, and no newsletter will be published until the club has been acqUired by a new owner. If you're interested in purchasing the club and its assets, please contact Mrs. Frank Price, 300 Estelle Rico Drive, Moody, IX 76557. TSA ,CREATES TOLL-FREE
aviation enthusiasts around the world and the tens of thousands of EAA mem bers who do not live within easy traveling distance of Oshkosh," said Museum Director Adam Smith. Clearly labeled links promote easy navigation, and updated information about the Museum's facilities -such as how to get there by car or plane (including maps and related Iinks)-ex hibits, and tours help visitors plan their museum visit. As in man y other EAA endeavors, volunteers helped make the redesign possible. "Volunteers helped write the ' Our Collection' section, and they'll continue this in the future ," said Smith. Information about this
SECURITY HOT LINE
/t's completed! Now on display at the Air Museum Planes of Fame is this breathtaking replica of Roscoe Turner's Laird-Turner LTR-14 racer. On Janu ary 4, 2003, it will serve as the centerpiece of the museum's first monthly UJ J: special event. Air Racers-Hot Rods of the Sky will be the event's theme. For ~ more information, call 909-59 7-3722 or log on to www.planesoffame.com. ~ ________________________________________________________
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DECEMBER
2002
5
To further enhance general aviation airport security in the post-9/11 environ ment, the Transportation Security Administration (TSA) will activate a toll free tip line sometime this month, 866-GA-SECURE (866-427-3287). The tip line creates a fast and easy way for people in and around airports such as pilots, EM Chapter members, and those involved in operating, servic ing, or renting small aircraft-to report suspicious people and activities. These may include aircraft with un usual or unauthorized modifications; persons lOitering near parked aircraft or in air operations areas; pilots who appear to be under the control of other persons; persons wishing to ob tain aircraft without presenting proper credentials or who have apparently valid credentials but do not have a corresponding level of aviation knowl edge; or anything that doesn't look right (i.e., events or circumstances that do not fit the pattern of lawful normal airport activity). Visit www.eaa.orgto learn when 866 GA-SECURE is up and running. Working together we can help safeguard our na tion's security, while preserving the precious freedoms we hold dear.
PILOTS MUST CARRY PHOTO 10
FIELD ApPROVAL PROBLEMS
On October 24 the FAA issued a fi nal rule changing Federa l Aviation Regulation 61.3 and requiring pilots to carry photo identification along with their FAA pilot certificate when flying. FAR 61.3(a) now reads, "Each person must carry a photo identifica tion acceptable to the Administrator when exercising the privileges of a pilot certificate; and (I): Each person must present such photo identifica tion when requested to do so by the Administrator, an authorized repre sentative of the NTSB or the TSA, or a law enforcement officer." A valid U.S. driver's license will be the most common photo ID , and other acceptable forms include a valid federal or state ID card, a U.S. armed forces' ID, or credentials that author ize access to airport secure areas. Congress firs t mandated modifi ca tion of the airman certifi cation system in the FAA Drug Enforce ment Assis tance Act of 1988, and later added to the requirement in the more recent Aviation and Trans portation Security Act of 2001. Both actions sought to ass ur e positive and verifiable identification of each person applying for or holding a pi lot certificate. This new rule is a partial adop tion of a petition filed by the Aircraft Owners and Pilots Association on February 21,2002, to revise FAR 61(a) and (I) to require a pilot to carry, and present for appropriate inspection, a form of acceptable photo identification. In the final rule the FAA said this "provides a positive, short-term measure to en hance security throughout the general aviation community" and "is the most expeditious, short-term and cost-effective measure that will provide additional security through enhanced identification of pilots." FAA and TSA stress, however, that these measures do not fully address the concerns reflected in the DEA and TSA acts. They will continue to search for a resolution that will meet their Congressional requirements.
During the past year, the FAA announced a new policy it planned to implement regarding field ap provals (often referred to as Form 337s). The new FAA policy has been highly misinterpreted by many FAA offices and in some cases used inappropriately to delay or not ap prove field approvals. The new guidelines do not pro hibit field approvals, and if it had been implemented properly, the new policy was intended to reduce the delays in getting STCs approved. Unfortunately, once disseminated to the regional FAA offices and im plemented, the policy was not always used correctly. EAA and AOPA gave our guarded support to the new policy when it was first developed, while express ing our concerns that the policy could result in just the opposite of its intent. Unfortunately, that's pre cisely what happened. Once reports from the field, in cluding input from EAA members, started coming in to the FAA, the FAA Flight Standards Service and Aircraft Certification Service took steps to prevent further confusion. Flight Standards has put a hold on the policy in Alaska, and a number of teleconferences with Flight Standards Regional Offices throughout the United States have taken place to make it clearer to the field offices that they should still be approving 337s. Also, the policy is being revised to provide better guidance to inspectors and engineers regarding what can and cannot obtain a field approval. The revised policy will also clarify when local inspectors should be working with FAA engi neers and when the inspector does not need the engineer's in put to approve the Form 337. Finally, the revised policy will in dicate an alternative method of approval for major alterations, us ing DER (designated engineering representative) approved data in lieu of a field approval.
JOHN MILLER INDUCTED INTO VAA HALL OF FAME
John M. Miller, Poughkeepsie, New York, saw Glenn Curtiss and his Albany Flyer during Curtiss' historic Albany to New York flight in 1910, and he soloed on his 18th birthday, December 15, 1923. Johnny Miller has lived the era of human flight, and con tinues to enjoy aviation into its second century. John's life was detailed in last month's issue, and on November 8, 2002, he was inducted into the Vintage Aircraft Association's Hall of Fame . His delightful talk about witnessing Charles Lindbergh's takeoff for Paris in the Spirit of st. Louis captivated the audience during the induction cere monies. Congratulations, John, and happy 97th birthday!
EAA CREATES SPORT PILOT HOT LINE
To answer questions about the sport pilot/light-sport air craft proposal more effectively, EAA has established a toll free hot line-877-FLY-1232 (877 -359-1232)-and will maintain it after the FAA is sues a final rule, which is expected sometime in 2003. The EAA SP/LSA hot line is available between 8:15 a.m. and 5 p.m. Central time.
VINTAGE AIRPLANE
3
Installing Handheld RadiDs
in Vintage Aircraft
EVAN M CCOMBS
This is a 1943 Taylorcraft L-2. It is equipped with a Delcom comm radio with an external stainless steel whip antenna mounted in front of the windshield. It is also connected to a Sigtronics portable intercom.
The Delcom radio has a belt clip that is attached to the back side of the radio. That's pretty handy, and adding a small strip of aluminum attached to the side rail below the window allows the clip to double as a radio holder.
The Delcom headset adapter was connected to the Sigtronics portable intercom, which is mounted using hook and loop fasteners stuck to an aluminum bracket mounted in the left wing root. A push-to talk switch is attached to the control stick. This system allows for easy conversation between pilot and passenger and good radio communication . 4
DECEMBER 2002
Editor's Note: After our request for articles on this subject, a cou ple ofyou stepped forward to share what you've learned and put into practice concerning radio installa tions in light aircraft. This article should be considered a great start, and those of you with different installation techniques are encour aged to send in your comments and articles on the subject. In par ticular, I'd like users of the recently introduced dipole antennas in tended for mounting inside airframes to weigh in with their experiences.-HGF If your flying is like mine, that is, flyin g in to and out of small nontowered airports, you probably feel like I do, that you would like to see and be seen as well as hear and be heard. Most of the smaller antique and clas sic airplanes were not equipped with electrical systems, and most were built without shielded ignition harnesses and spark plugs. Some of the classic airplanes were converted to shielded ignition harness and spark plugs years ago when folks in the 1950s and 1960s tried to use the old portable or coffee grinder radios. There are quite a few older ignition sys tems out there, so the challenge of operating them in conjunc tion with a radio continues to be a viable subject. Some years ago when the first group of handheld com munication radios arrived on the scene, it was only natural for some classic airplane own-
ers to install them or simply carry them in the cock pit. Some worked well in this environment, and some didn't. Through trial and error, the following seemed to work for me. I've been asked about using broadband antennas. Those are the thicker, fiberglass whip antennas you see on many modern airplanes. My answer is that most operations of the handheld radios will be at airports without a tower or talking to FSS, plus a lit tle plane-to-plane communications. Even if we add the usual tower frequencies, the frequencies used for these operations (generally around 118.00 to 123.00 MHz) do not require a broadband antenna. A stan dard stainless steel whip 24 inches long is adequate. Antenna locations are always problematic, and their placement can be tricky. Nobody wants to drill two or three holes in different locations on an airplane. It seems that somewhere on top of the wing or fuse lage works in most cases. If a bottom mount is the only available spot, try it. Such a location can work well, especially in air-to-ground communications, but items such as landing gear legs can Significantly alter the antenna's radiation pattern. Each location is a compromise, and even metal-covered airplanes can be as much a challenge as a fabric-covered one. A ground plane must also be considered a vital part of the installation. FAA publication AC 43.13-2A, Chapter 3 gives guidelines for antenna instal lations and ideas for ground planes. 11-- WHIP II ANTENNA (See the drawing (left) for one ex ~ II//) '-', II /// ample from the Advisory Circular.) ' " I~// c -----~------. Many different - --~, ---_ ..... things will work / / / / II " if you need to fab / I~ ricate a ground plane. One-half METAL FOIL UNDER inch wide copper FABRIC OR WOOD SKIN burglar alarm tape NOTE: THE LENGTH OF EACH (also sold by sup FOIL RADIAL SHOULD BE AT
pliers to the stained LEAST EQUAL TO THE
ANTENNA LENGTH. glass window trade), aluminum screen, or even aluminum foil wrapped around cardboard will work to varying degrees. Some folks have been able to obtain acceptable results using just the rubber antenna mounted on the radio, but they're the exception, not the rule. An outside antenna will generally always outper form the "rubber ducky" antenna on the radio. The next item we pilots often like to install in our airplanes is one of the new handheld GPS receivers. These compact receivers give tremendous amounts of information and help us to navigate to anywhere.
"
v
''v
U "
Radio/Intercom
Matching
H.G.
FRAUTSCHY
If you use a King KX 99 radio and a Sigtronics intercom, you might notice some difficulty with the intercom's squelch circuitry. With the radio turned on, you may be unable to squelch out the cockpit noise. This can also happen with other headsetlintercom combinations. A slight mismatch be tween the different manufacturer's components is to blame. If we assume the output from the radio's audio signal is too high for the intercom, the problem is easily solved. A" that has to be done is to solder a sma" liS-watt, ISO-ohm resistor into the patch cord for the radio's audio output. The adapter cable pair supplied by King with the radio didn't hold up to being plugged in and unplugged repeatedly-the wire strands in the thin cable finally fractured. Since I was forced to make up a set of new cables, I used a pre-made flexi ble audio cable from Radio Shack. I liked the flexible cable from which the pre-manufactured Radio Shack cable was made, but I didn't use the connectors on either end! The cable is similar in flexibility to test lead wires, but, of course, it has multiple wires enclosed in the neoprene rubber jacket. I prefer the 150 Resistor quality of the highend Switchcraft connectors, which are often used for original equipment manufacturer (OEM) applications in air planes. I went to my local electronics supply house to obtain the Switchcraft parts. Many of their parts are mil-spec quali fied. For the audio input cable, I used an all-metal Switchcraft heavy-duty 1I4-inch inline phono jack. If care fully done, there is just enough room inside the backshe" of the connector for the tiny resistor to be soldered to the cen ter electrode. In the photo you can also see the heat shrink tubing I installed over the resistor (it's been cut away so you can see the resistor). Because the resistor will noticeably decrease the strength of the output signal, you may want to experiment with differ ent values for the resistor if the total volume gain from the intercom is insufficient in your headset. Try to get the resist ance value of the resistor as low as possible. The ISO-ohm number was given to me a number of years ago by a techni cal representative of Sigtronics. As long as you can properly squelch cockpit noise both on the ground and in the air, the exact value of the resistor isn't important. I used a cheap 1I4-inch audio plug while experimenting with different resis tor values, so I didn't run the risk of damaging the more expensive Switchcraft unit I used for the final version. VI NTAG E AI RPLANE
5
If you're unable to get satisfactory results from your GPS and communications radio and you feel you must use an antenna mounted on the outer surface of the airframe, be sure to follow acceptable methods and practices. As always, vintage certificated airplanes must com ply with their type certificate, so if you want to install some sort of radio system, be sure to consult your friendly A&P maintenance technician. Now let's have some fun! If you just installed a ra dio system in your classic or antique airplane, you need to test all of the functions of your new radio. One thing to keep in mind about navigation signals is their polarization. Navigation signals are hOrizontally polarized, and communication signals are radiated vertically. That's why a communications antenna will not receive a nav signal as well, with a shorter effec tive range. It will take at least five to 10 flight hours of testing and maybe a cross-country of 200 miles or
Here's an ICOM A-21 nav/comm mounted on the instrument panel of an EAA Biplane. This radio is connected to a stain less steel whip antenna mounted on top of the upper wing. The battery pack is removed from the radio to save space and weight-the radio is hooked up to the battery in the air craft. In this simple electrical system, there is only a battery and starter; there ' s no generator or alternator. Again, the ICOM radio has a belt clip on the back side. An aluminum strip was fabricated and installed on the instrument panel, and the belt clip was used to hold the radio . The power cord is connected to a cigarette lighter-type adapter in the bag gage compartment behind the pilot; the cigarette lighter male plug contains its own fuse to protect the electrical system from short circuits. With the radio on the instrument panel the pilot can easily see the screen for the VOR navigation function. The range for the VOR receiver is 20 to 25 miles, but when flying cross-country in this type of airplane the pilot only uses the nav radio as backup. (Remember, a stainless steel whip antenna, which is tuned to about 118.00 MHz and intended for communications, is significantly detuned when a navigation frequency, which is also polarized in a different di rection , is selected.) 6
DECEMBER 2002
more to properly determine if the new installation is working well. At least that is what I tell myself-can you believe I've been accused of using any reason to fly? Keep 'em safe and keep 'em flying.
Another installation: This 1940 Luscombe 8B was equipped with a King KX99 comm radio and a stainless steel whip an tenna located on the top of the fuselage behind the fuel tank. This radio is also connected to a Sigtronics portable intercom. Since the Luscombe had a really nice original-style instrument panel , I didn't want to drill holes in it to mount the radio bracket. A fabricated open-sided aluminum box was attached to the side rail below the windshield ahead of the pilot's door, using one of the screws that also attached the upholstery. The antenna cable was run from the antenna behind the fuel tank under the upholstery in the left wing root and down the doorpost to the radio. The intercom and push-to-talk cables were run down the doorpost behind the upholstery and under the carpet to the pilot's control stick for the push-to-talk and to the portable intercom. The inter com is mounted on the floor between the control sticks, using that handy hook-and-Ioop fastener material we all love. This aircraft has an unshielded ignition and spark plugs, and the squelch control on the radio gets rid of ignition noise as far as receiving is concerned. This radio and intercom sys tem works great. ........
REMINISCING WITH DUTCH
Engine failu
Selected excerpts from Holland "Dutch" Redfield's The Airmen's Sky Is Not The Blue HOLLAND "DUTCH" R EDFIELD Fred McGlynn's Fairchild 24 used in the instrument course was a fine airplane and a real joy to fly. The flight control hinges, push tube ends, etc. were equipped with ball bearings instead of mechanic-oiled brass bushings as on most other air craft of the day. When the controls were pressured, no matter how lightly, the return feel to the pilot's fingertips was that of the sky itself. The Ranger engine was exception ally smooth and quiet with a lovely sounding exhaust. One late morning during a training flight instrument procedure turn on the south leg of the Syracuse radio range station, the Ranger suddenly be came quieter still and the propeller's disc before us became an unmoving stick of bug-spattered wood. A few minutes previously we had completed a seat change for the sec ond student to fly. A black cloth hood on three sides surrounded the occupant of the left pilot's seat so he couldn't see forward or out. For the seat change it had temporarily been rolled up and tucked in the black cloth's support cord. After two hours of fatiguing instrument flying, my tired student had just clambered over the back of the seat, exchang ing places with the other student who had been observing and had been on watch for other aircraft. We were at 3,000 feet over the
lovely pastured hills south of Syra cuse. All knew there was plenty of fuel aboard, and I had no idea what might have caused the engine to come to a silent standstill. There were several large and lovely fields below with plenty of time to select which seemed the best. This was my responsibility, and I really wished I were seated on the airplane's left side where the rudd er pedals were equipped with brake pedals. The sounds of unpowered gliding flight were pleasant and new to me, but the price paid was a steeper than usual glide due to th e drag of the stationary propeller. It was a late morning soft spring day. Winds were light. A concern was that the field might be soft from the prev ious day's rain, perhaps causing th e Fairchild's wheels to sink in and flip its tail skyward, as we stared at soft earth a few feet ahead. From a silent, turning glide we crossed the field's boundary fence with a few feet to spare. The two main wheels and the tail wheel simultane ously touched , and we rumbled nOisily across the rough green pas ture, the propeller stock-still. The Fairchild came to a stop. It was very quiet as all three of us ex haled as one. We clambered out of the plane's cabin and forward to check the engine. There were no telltale oil or fuel streaks around the
cowling. Why had the engine stopped? I clambered up on the wing support struts to check fuel in the right wing tank. It was full. We had n 't been using fuel from that tank. Then the left tank. It was half full as expected. The engine had certainly quit cold and with no warning. We re moved the engine cowling. The fuel lines were intact with no seepage. The next thought was the position of the left fuel selector valve, the tank we had been using, located on the headboard above the left cabin window adjacent to th e left pilot's seat. The rolled up cloth hood cov ered the selector. When unrolled, the selector valve was found to be in its mid-position, halfway between OFF and ON. Earlier, when the hood was being rolled up prior to the seat change, the selector had been unin tentionally moved toward OFF. The selector was returned to its proper position, the starter actuated, and the lovely Ranger burst into its normal rhythmic idle . There was plenty of room for takeoff, and after a walk over our intended takeoff path and a long run-up, we took off and headed north for home base. At this writing and after 61 years of flying, this is the one and only forced landing I have ever experienced. Some of my colleagues have done better. I will settle for this one. ..... VINTAGE AIRPLANE
7
H.G.
FRAUTSCHY
Free hand design work is still being done, most notably by those who still hand letter signs and store windows. Andrew King' s Ryan M-l, shown here, was lettered by a local sign painter. It serves to remind us that there are often talented people who would love to help us with our restora tions- ali we have to do is ask!
fairly regu lar question we get here at VAA headqu ar ters concerns the layout of markings on older airplan es. When putting registration markings on the wings and rudder, the exact proportions of the letters can some times be difficult to determine from ph o togr a phs . Pitman Publishing Co rp. published one of the most co mmon refer e nce books for me chanics during the pre-World War II era. Daniel]. Brimm and H. Edward Boggess wrote Aircraft Maintenance for the Airplane Mechanic. Both were pilots and mechanics who instructed at the New York City School of Avia tion Trades, and their manual is still so ught o ut b y those who want to lea rn about meth ods and practices in use in the Golden Age of aviation.
A
8
DECEMBER 2002
To refresh your memory, the cur ren t regul ations co n ce rni ng markings for older aircraft are con tained in the FARs in "Subpart C Nationality and Registration Marks" under "45.22 Exh ibition, Antiqu e, and Oth er Aircraft : Special Rules." For a complete article on An tique/C lassic Mark ings," see the artic le pub lished in the November 1996 issue of Vintage Airplane, or go to the web at www.vintageaircraft.org an d cli ck on t h e pu ll- down menu under Publicat ions. Click on IIInfor ma tional Articles" and n avigate to the markings article. II
Here's what Brimm and Boggess pub li shed concerning the actual layou t of th e block lettering we've all come to know and use:
LETIERING AND .........,......
All airplanes ther the C. A. A. regi numbers or license numbers . In addition to the numbers carried, almost all airplanes have some design painting, such as an in signia or an emblem of some type . In recovering or refinishing air planes, this work is usually done by the mechanic .
PLACES AND DIMENSIONS OFMARl'iS "Identification marks shall be located as follows : (A) On Airplanes and Gliders On the lower surface of the lower left wing and the upper surface of the upper right wing, the top of the letters or figures to be
toward the leading edge , the height to be at least four-fifths of the mean chord : Provided , how ever , that in the event four-fifths of the mean chord is more than 30 inches the height of the letters and figures need not be more , but shall not be less than 30 inches . If the lower left plane is less than one-half the span of the upper left plane , the letters or figures thus described shall be on the under surface of the upper left plane , as far to the left as is possible . In the case of a monoplane the mark shall be displayed on the lower surface of the left wing and the upper surface of the right wing in the manner thus described . On gliders the letters and/or fig ures shall be displayed in the same manner and place prescribed for airplanes except the minimum size shall be 15 inches in height and 10 inches in width, using a 2-1/2 inch stroke . The marks shall also appear on both sides of the vertical tail surface or surfaces, of size as large as the surface will permit , leaving a margin of at least 2 inches . " (D) The width of the letters and figures of all marks shall be at least two-thirds of the height and the width of the stroke shall be at least one-sixth of the height . The letters and figures shall be painted in plain black type on a white background , or in any color on any background , but there must be a strong contrast between the two . The letters and numbers must be uniform in shape and size . "-from Air Commerce Reg ulations.
LETIERING LAYOUT Probably the easiest way to lay out block letters on a wing is to use a chalk line to mark the lo cation for the top and bottom of the numbers. A yardstick may be used for the vertical lines . In most cases the vertical lines can be laid out parallel to the ribs . The letters are usually blocked
in with pencil . For outlining the smaller block numbers and letters , such as those required on the tail group , much time will be saved if a lettering guide of the correct size and proportion is made . A lettering guide of this nature is shown in Fig. I . Using this guide as a template, the out lines of any number and most letters can be quickly traced directly on the surface .
Letrerin~u,de -
FI6.I
MASKING After the numbers or letters have been outlined by pencil, they should be blocked in with masking tape , as shown in Fig . II . If the letters are to be painted by brush , a single line of masking tape , as shown , will be sufficient . If the letters are to be spray painted, any por tion of the wing likely to be affected by the spray should also be masked . This may be done by covering the surfaces with paper held in place with masking tape . After the masking tape has been applied the edges of the tape next to the number must be thor oughly smoothed down with some smooth, hard object to prevent the wet paint spreading under the masking tape, leaving an un even outline .
STENCILS Where a number of designs of the same type are to be applied to a surface, and where appear
ance is not of prime importance , it is desirable to use a stencil , as this is a much faster method of lettering or design painting . Places where stencils may be used to advantage include the "No Step " signs , "Lift Here" signs on wings , "Capacity of Baggage Compartment" signs, etc . The stencil consists of a plate , usually of stiff card board or thin metal , from which the design has been cut . The de sign is transferred to the surface by holding or fastening the stencil to the surface with masking tape and spraying over the entire stencil . If the sten cil is sprayed , the paint should be used full-bodied, otherwise it will run underneath the sten cil, thereby spoiling the design outline . Stencils may also be applied by using a short , heavy bristled , stippling brush . If this is done, the material should be used full-bodied and should be applied with vertical strokes. Do not attempt to transfer the design by brushing over the sur face of the stencil , as runs will surely result .
FREE HAND DESIGN The free hand painting of de signs on airplanes requires considerable experience in that line ; however , if the design must be painted by the mechanic, the following suggestions may be of assistance : Draw a pencil out line of the desired design on a large sheet of paper. This al lows for erasures and corrections until the design is suitable . After the design is complete, place the paper in a sewing ma chine and stitch , without thread, along each line of the design. This causes a series of small holes along the design outline . Fasten the perforated design in the correct position with mask ing tape . The design outline may now be transferred to the sur face by rubbing chalk over the perforations. ~ VINTAGE AIRPLANE
9
The Making of a
STEVEN W. OXMAN
grew up in Natick, Massachusetts, only one hour of thumbing rides to Marl boro Airporta l,700-foot paved strip with tall trees at both ends, in Marlboro, Massachusetts. At 10, I used to go to the airport to watch the planes fly, try to bum rides, and dream of flying someday. Don Dorr had a small shack-like office on the field to sell planes. He used to bring in planes, many of which were beautiful Beechcrafts. The year was 1959. I started taking flying lessons at 14 at Marlboro, with another Don, the airport owner. We flew in his Cessna 172. I continued my flying lessons at different places in differ ent planes, including Blue Hills Civil Defense Airport in a Navion and Norwood Airport in a Chero kee . My flying achievements included private and then commer cial certificates, a multi-engine rating, and later an instrument rat ing. I also purchased a Raven hot air balloon and got my private and later commercial ratings for Free Balloon Limited to those with air borne heaters. Except for the balloon, all my fly ing was in rented aircraft. As a typical renter, I would pick a flight school to rent planes based on my belief that the operation maintained their planes in a good, safe condi tion. A typical flight included a preflight of the airplane, a flight, and a return of the airplane to the
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2002
flight school. Only today, after own ing and working on my own plane, do I realize how poorly my preflights were. Only now do I realize how lit tle I was really checking the aircraft systems, controls, and engines.
My First Aircraft Purchase A little over six years ago, I pur chased my first plane, a 1959 Beechcraft Bonanza. It had about 2,800 hours on it. It was original in every respect. From 10 feet away, it looked decent. To the neophyte air plane buyer, this plane looked nice. The price was right in the range that most planes of this type and age were going for. There were no signs of this being a bad purchase, at least for this novice buyer. After an in spection of the plane and a prebuy, a punch list was developed. The seller, a regular aircraft dealer in Ok lahoma, agreed to fix all the items on my punch list. With the punch list items com pleted and an annual completed, I flew the Bonanza home, overseen by a friend who is a pilot and who
regularly flies Beechcraft aircraft. During this flight, a number of other mainte nance items became appar ent (e.g., we lost the right brake on the third landing). By the time the Oklahoma to Maryland flight was over, we had documented approx imately 30 items that would need attention. When I arrived in Maryland, I turned the Bonanza over to an A&P. He worked off my new punch list. This A&P worked a lot on larger air planes and corporate jets. I quickly learned that this A&P was expen sive and only did that which you identified. Therefore, I sought out another A&P. The second A&P had some expe rience with Beechcraft aircraft, typically worked on aircraft the size of my Bonanza, and charged more reasonable rates. This A&P immedi ately identified some items that the other A&P and I had not identified, a number of which were associated with Airworthiness Directives (AD). I decided to utilize the AOPA AD serv ice, whereby you provide AOPA with the N number, year, make, model, and serial number of your plane, and they provide you with a set of all applicable ADs. About 2 inches of paper came to me via the post office. My A&P and I went through the AD materials, comparing them with the airplane and the logbooks. We deter mined that there were 62 ADs with which the plane was not in compli ance. I asked my A&P to fix the
plane up and get it in compliance. I also asked my A&P to do some cos metic work on the plane (e.g., repair a torn seat and replace the carpet ing). He told me that he had a backlog of work and asked me if I would assist with this effort, work ing under his direct supervision. He especially wanted me to consider doing anything that I legally could do on my own, like the upholstery work. He quickly taught me where to look to determine which tasks I, as the owner/pilot, could legally per form on my plane. Thus far, I had never touched the plane. Although I had done a lot of work on automobiles through the years, I was nervous about touching my plane.
EAA, AOPA, and My A&P Effected ACourse Change Through the years, I had read EAA and AOPA magazines. I had read of EAA members restoring their planes. I had read of them competing their completed planes. I had read of AOPA having re storation projects, giving away completed ones to lucky AOPA members. I was always impressed with the results. Now with my A&P suggesting that I work with him on my plane, and me wanting to get the plane to look and operate nicer and more safely, I started to consider my A&P's offer. At first, I thought I would just get the plane to look decent and be safe. But as I started to work on the plane, my idea and course changed. As an example, I purchased new carpets from Airtex. When the new carpets arrived, I removed the old, torn ones. But before I installed the new carpets, I noticed that the old wood floorboards were in terrible condition . So I pulled up the old floorboards, so that I could show them to my A&P. But before I could bring the floorboards to my A&P, I noted that the spaces under the floorboards were a mess . I found old, rotten insulation, a pair of old sunglasses, a screwdriver, old bolts
and nuts, old screws, old Tinnerman nut plates, and old wiring that was not connected to anything. So the carpet job became a clean up the subfloor spaces, replace the floor boards, and replace the carpet. When I did this project, I inspected all parts, cleaned up all parts, re placed all old fasteners, and documented the work with notes and photographs. Before long, I was doing the same kind of clean up, fix up, repair and replacement activity to the engine compartment, the wings, the rear fuselage, and the empennage. By that point, I was going to EAA fly-ins and reading magazines like EAA's Vintage Airplane. I watched people compete their planes. I saw some very impressive planes. I really admired the restoration jobs. These events stimulated me to more than fix up my plane. These events en couraged me to change my course and do a complete restoration.
Restoration Project Goals I work in the computer systems field. I am often the program man ager for long, important projects. This background impacts all my projects, and this plane restoration project would be no different. There fore, the first thing I decided to do was to determine my project goals. My restoration goals included: l.Have a legal airplane, 2.1nstall as many, new safety fea tures as I could afford, 3.Install a modern avionics pack age, 4.Return the plane to its original paint design, 5.Document all work and transfer what I learn to others, and 6.Compete to win in events like Sun 'n Fun and Oshkosh. I wanted to first insure that the plane complied with all ADs and Service Bulletins (SBs). I also wanted to insure that all regular mainte nance items were up-to-date. The AD and maintenance work would insure that the plane was legal and safe. The SBs provided an extra mar
gin of safety. My plane was built in 1959. Since that tim e, a lot of safety-related ad vances have occurred. One example: thick er, one-piece windshields. These windshields provide greater protection against bird strikes, greater forward visibility, and de creased cabin noise. Also, some safety-related items that were avail able in 1959 were not installed on my plane, which I opted to install now. The installation of wing-tip tanks was one of those installations. My plane came with VOR-based Nav/Comms, an ADF, some switches and a discreet amplifier in lieu of an audio panel, an old in tercom that was difficult to squelch, a transponder, and an old marker beacon receiver. To com plement these devices, the plane had old, rusty antennas. There was no GPS, autopilot, stormscope, or TCAD. The engine instrumenta tion was old and of questionable calibration. Therefore, the avion ics, the antennas, and the engine instrumentation were all upgraded. My plane had been repainted in 1974, using the more modern 1970s paint scheme. It looked nice, but it was not representative of the year my plane was built. Therefore, I re searched the paint scheme, available colors, and color combinations that were available to new Bonanza buy ers in 1959. I was lucky that an archivist at Raytheon/Beechcraft in Wichita, Kansas, had a lot of mate rial on the Bonanza line and was willing to share relevant 1959 K model materials with me. She was able to produce high-quality black and-white photos for design information and color brochures for color choices. Using a computer de sign program, the original design was laid out for top, bottom, and side views for the painters. Using Du Pont Classic Imron, the original paint and paint colors were used. I documented my work from the beginning, including textual de scriptions and photographs. I continued on page 22 VINTAGE AIRPLANE
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BY H.G . FRAUTSCHY
SEPTEMBER'S MYSTERY PLANE CHIPPEWA SCOUT
Ryd er Olse n o f Burnh a m , Illi n o is , sent Se pt emb e r's Mys t e ry Plane to us. Here's the note Ryder sent along with the photo: Enclosed is the photo of the Olsen monoplane ca ll ed th e Chipp ewa Sco ut. This plane was des igned and built by m y fath er in 1 926 in Chippewa Fa lls, Wi sconsin. Po wer was a three-cylinder Szekely radial engine. According to my oldest brother
and my dad there were three of these completed by 1928. This plane ap pea rs in Sp o rt Av iation, A ugust 196 1, in th e articl e li Th e Olsen Story. Th e specifications were in cluded in the article. ft is my hope to fi nd one of these planes or at leas t a part of one. I'd like to hear from anyone wh o may have known my fa th er or wh o may have any knowledge of this airplane. Perhaps there is one of these in a barn /I
THIS MONTH ' S MYSTERY PLANE COMES FROM THE
som ewh ere. J'm also looking for a three-cylinder Szekely. George Bud Hays of Lowell, In diana, sen t us an e-mail with th e correct answer, noting that he be li e ved abo u t 20 kits for the Chippewa Scout were delivered be for e the company closed up shop in 1929. Another correct answer wa s also received from Frank Pavliga of Rootstown, Ohio. ~ SEND YOUR ANSWER TO: EAA, VINTAGE
EAA AVIATION FOUNDATION ARCHIVES , ALTHOUGH
AIRPLANE, P.O. Box
WE'VE SEEN IT PUBLISHED ELSEWHERE.
54903-3086 . YOUR
3086, OSHKOSH, WI AN SWER NEEDS TO
BE IN NO LATER THAN JANUARY FOR INCLUSION IN THE MARCH
15, 2003, 2003 IS
SUE OF VINTAGE AIRPLANE. You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL . SEND YOUR ANSWER TO
vintage@eaa.org. B E SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE!) IN THE BODY OF YOUR NOTE AND PUT " (MONTH) MYSTE RY PLANE" IN THE SUBJECT LINE. 12
DECEMBER 2002
WHAT OUR MEMBERS ARE RESTORING
BY H.G. FRAUTSCHY
T RI-PACER Completed in 2000, this 1960 Piper Tri足 Pacer was restored by Evans McCombs of Evans Aircraft in Peyton, Colorado. Doug
Kingsley owns the sharp Piper, which includes a refinished interior, new paint, and an en足 gine-driven vacuum pump.
COMM ONW E ALTH SKYRANGER
Mark Schaden of Burton, Ohio, long dreamed of a side-by-side tailwheel airplane with sticks instead of control wheels. He found just such an airplane sitting unused in a garage. The Com monwealth Skyranger is a rare find, and with no manuals, restoring it as a n eo足 phyte was quite a challenge. Thanks to a lon g-distance friendship with Bob Riffle of Tacoma, Washington, many information holes 14
DECEMBER 2002
were filled via the Internet and over the phone. Mark tells us his restoration took more than 1,100 hours of work crammed into one year, and that with the exception of the radio, it's an original airplane, right down to the wing slats and 6-inch tachometer. A local Amish seamstress sewed the cream leather interior outlined in black. It cruises at lOS mph, and stalls at 40.
CESSNA 195
CF-EMP was manufactured by Cessna in 1949 and directly exported to Canada. Its logs start on August 24,1962, and owner Doug Moore, 8950 SE 72nd Av., Leeward Air Ranch, Ocala, FL 34472, asks that any members who might know of the whereabouts of the first three logbooks contact him directly. In the early 1960s, the aircraft was used by Sky Harbor Air Service of Goderich, Ontario, in regular service be tween Toronto, Canada, and Chicago's Midway Airport. Doug found the airplane in a hangar in 1966, and bought it from Al Goodenough of Oshawa, Ontario. A checkout by fellow Air Canada pilot and fellow 195 owner Dick Reid followed, and Doug and his wife, Cher, made a series of enjoyable trips south to th e Florida Keys and west to Colorado. In 1974, during the 195 International Fly-In, Mor-
timer Brown, a retired Cessna test pilot, approached Doug. Brown remarked that the 195 was his favorite airplane in the Cessna stable, and that he remem bered that CF-EMP was the first one eqUipped with the escape hatch installed on the left side. Mort Brown even offered to copy his logbook showing his flights in 1949 in CF-EMP. Those logbook copies would prove to be invaluable when Doug and Cher retired to Florida, and embarked on a restoration of CF-EMP, which they eventually regis tered in the United States as N6381D. An alternator, ILS receiver, strobe lights, GPS, new instruments, and many other improvements and new parts were included in the restora tion, including Ray Woodmansee's sump tank conversion, which minimizes the amount of oil de posited on the windshield and belly of the Cessna.
ARCT I C AND CANAL ZON E CUB
CLIPPE D - W I NG CUB
Adrian Acosta (right), his wife, Mollie (left), and his son, Mark, spent 10 years restoring their J-3 Cub, which they chose to paint in the markings of the 1947 Piper L 21s used in the Arctic and Panama Canal Zone. Mark did most of the frame-up restoration (including a powder coated fuselage frame), with the final wing installation and engine tweaking done by D&D Aircraft Services at Chandler Field, Fresno, California.
A total of 7 feet was clipped from the wingspan of N7001H, and a Continental C-85 replaced the original A-65, and it now sports a 72-inch Sensenich wood pro peller. The ground-up" restoration included a set of refurbished instruments with convex glass lenses. William Kanter (right), Livingston, New Jersey, gives all the credit for the restoration's work to restorer Bob Hunt (left). 1/
VINTAGE AIRPLANE
15
It was at about the same time that he discovered he could take air planes home with him through the medium of photography. II I borrowed a Canon AE-1 from my stepfather and began shooting pictures of every pre-19SS airplane I could find. Which reminds me: I have to remember to give that cam era back to him." He began haunting every airport in the area, camera in hand, search ing for old airplanes, which, in his eyes, had more character than the new ones. It wasn't long before he discovered Hayward Executive Air 18
DECEMBER 2002
port, a longtime roost for lots of Bay area antiques. III don't remember how I found it the first time, but it was too far away, about 30 miles, to get my parents to take me over there when I wanted to go. So, I just started riding my bike. I was only 16 at the time and didn't know that most people would con sider a 60-mile round trip on a bike to be pretty long." It was at Hayward that he got his first serious initiation into the world of the antique airplane. III met Frank Ramos, a well known local pilot, and he loaded me into his Fairchild 24 and took me up to Schellville airport," he almost laughs as he says it. III couldn't be lieve all the antique airplanes. I was seriously in love." At the time Eric was only 16 years old, and the exposure to one of the West Coast's hotbeds of an tique airplane activity set a course for his life. lilt was about that time I became an honest to goodness airplane owner. Sort of, anyway," and he laughs again. IIWhen I was taking the train into town, I caught a glimpse of an Ercoupe sitting behind a house in a residential neighbor hood. I took the train back and forth a bunch of times until I could figure out exactly how to find it on surface streets. I knocked on the door, and the guy told me to go away. But, I didn't. In fact, I kept bugging him until he let me start work ing on it. The deal was, I'd do the work for half ownership. Unfortunately, just as I was about done with the airplane, he decided to sell it out from under me. IIA few years later," he says, III went to Blakesburg for the first time with a friend. At the time I didn't know how to fly, but I was doing every thing I could to remedy that The Presten gang: parents Eric and Debbie with sons Curtis and Ben.
situation. Then I ran into The Prestens weren't Gordon Bourland on the looking for a show quality field. He had a Taperwing airplane. What they wanted and a Waco EGC-8. In fact, was a practical piece of the EGC was supposed to transportation that they have belonged to Howard could afford and trust. Plus, Hughes at one time. Any it was going to be a work way, we got to talking, and Eric based the Clipper'S unique float installation on the ing airplane and the mount I was explaining how I re struts used on the float-equipped Cessna 150. for Eric's photo missions. ally wanted to take flying For that reason, they never lessons, but couldn't afford did what most people it. He said 'Come on down would consider a complete and mow grass, and I'll restoration on the airplane. teach you."' "Our approach has been It was the kind of a deal to restore, fly, restore, fly, no serious av-addict would and work on the airplane pass up, and Eric says he in sections. We've owned did more flying than he did it 13 years, and during that time it has been mowing, plus the job defi nitely had its perks. down for a total of four "When I had about 72 and-a-half years, but the hours, Gordon turned me downtime hasn't been all loose in his Taperwing. To The six instruments required for basic VFR flight (the fuel at once. The longest time top it all off, I never paid a gauge is in the middle of the tank) plus a slip/skid indica it was down was while do cent for my flying. It was a tor are all Eric installed in his non-electrical Clipper. To ing the fuselage, and that total work-to-fly program." raise and lower the landing gear mounted on the amphibi took 23 months. When it came time to go ous Murphy floats, a manual hydraulic pump, bolted "You're always looking to college, Eric went to Cen between the front seats, is used. for more performance out tral Missouri State where he of any airplane, and a graduated with a degree in aeronau Eric says, "Yep, we got married, Clipper with the original 0-235 tics. During one of his summer and nine months later we had an flies just fine, but it's not a rocket vacations he was working for his fa airplane." ship. I couldn't afford a bigger Any airplane they bought had to engine at the time, so I started ther at his vineyard in northern California when he met one of his be something they could afford, looking around for an Aeromatic which meant it had to be something prop, figuring that might be a way dad's friends. "He had put out a couple of in which Eric's mechanical ability to get cheap performance. "I put the prop on, and I'd fly it books on the history of Fords, and and sheer tenacity would make up for a while. Then I'd change some we started talking about what it for a less than perfect condition. took to produce books. By that time "I found it sitting in an open-face thing, maybe the counterweights. I had a ton of antique airplane pho hangar in Dade County, Florida. It Then I'd fly it some more and tographs . I showed some of them was a flying airplane, but it had been change something else. I played to him, and he convinced me I stored in that open hangar for 18 with the prop for a long time. Then should start publishing my own years, so it was in rowdy shape. But, one day I said, 'I'm tired of messing books. I was 23 years old at the it was all there, and it wasn't as rusty with this thing. I'm going to take it time, and it was 1986. I had no idea as you'd expect, considering the en off.' I took it off and put the fixed how much effect those conversa vironment it was in. In fact, on that pitch prop back on it and flew it tions would have on me. I started first rebuild, it was obvious the wings exactly one time and went back to putting together books and have were in serious need of TLC, so I or the Aeromatic. Because I'd been fly been at it since. dered a complete set of Univair ribs ing it so long with that prop while "I met Debbie in Missouri, and and stripped them down to nothing making subtle changes here and she has always supported me on any and brought them back up. The sec there I hadn't realized how much crazy airplane thing I've wanted to ond rebuild focused on the fuselage, performance it had actually given and we were pleased to find that the me. One flight with the old prop do. Well, most of them anyway." The Clipper came into their life door frames and about 6 feet of showed me what a radical difference right after they were married in longerons was all the steel that had it had made. 1990. to be replaced." "In the first place, the prop is an VINTAGE AIRPLANE
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A Lycoming 0-235 and an Aeromatic prop combine to give Eric a takeoff time of 17 seconds on the water, or it will use about 700 feet of runway when flown off pavement.
F200-00-74E, so not only is it long, but the IE' signifies it has extra blade width, so I guess it's probably considered a seaplane prop. Anyway, that one flight with the old prop showed that the Aeromatic had cut th e takeoff run in half and nearly doubled the rate of climb. I don't think I'll be using a fixed-pitch prop again on this airplane." Eric's Clipper got another major performance boost when he stum bled across a new engine for it. "I was in New Zealand shooting pictures and found a 150-hp, 0-320 at a price I couldn't turn down. So, now not only do I have the Aero matic, but the 0-320 as well, and th e combination makes this into a different airplane. It also makes it much easier to fly with the floats." Incidentally, Eric points out that he flew the airplane for 1,000 hours before putting the floats on it, and it had the one-piece, seaplane door during most of that time. " I put the swing-up door on it because it works so well for photog raphy. It gives me a big open space to shoot out of." The decision to put the airplane on fl oats wasn't an easy one. "As much as I like flying on floats, it's really a little impractical because it limits the places you can go. The only way for it to really be practical is to use amphibious floats. But am phibs cost more than a Clipper is worth. Besides, you don't often see amphibs for an airplane this small. "I suppose what made the idea work for me was the availability of th e Murphy 1800s. They were the right displacement and were avail 20
DECEMBER
2002
able in kit form. So, I got my hands on a kit and started building. I did n't expect it to take so long to build them, however. There are 14,000 riv ets in the two of them, and we quickly realized I'd n ever get them finished unless I made them a first priority. So, I dedicated eight hours a day, over and above the normal work stuff, to the floats . It took ex actlya year, or about 2,000 hours, to build and mount the floats. "I engineered the mounting sys tem using Cessna 150 lift struts. I was fortunate in finding an original Clipper ventral fin, and I've been told they only built a handful of those. I did a really thorough job of documenting all the engineering and then applied for a one-time field approval. The FAA crawled all over it, studied the paperwork, and gave me the approval." As is always the case with any air plane on which amphibiOUS floats are mounted, the useful load of the airplane suffers. In this case, Eric says it lowered the us eful load to 582. But he had if not a fix, then at least a Band-Aid for that. "If you notice, there is no interior at all in the airplane . None. The only instruments are those that are absolutely needed, and we don't even have a GPS. A super-simple, manual hydraulic pump actuates the gear, and there is no electric sys tem at all. I had to get this airplane as light as humanly pos sible . We made it a hard and fa st rule: If it doesn ' t help this airplane fly or float, it doesn't have it. The airplane
may look a little crude, but that's one of the trade-offs required to fly floats. Even with the floats on it, the empty weight is only 1,156 pounds. I'm proud of that." So, how does the Presten all-pur pose aerial conveyance fly? ''It flies surprisingly well consider ing all that stuff hanging out there. It'll get off a runway in about 700 feet and off water in 17 seconds with no wind . It still climbs at 500 feet per minute at gross, and most of the time it's at gross because you don't have any choice. On cross countries we flight plan it at 110 miles per hour, which is fast enough. We're in no hurry." They made their trip to EAA Air Venture Oshkosh 2002 an epic journey, as they flew the full length of the Mississippi River (approxi mately 2,550 miles) and turned their month-long trip into 104.3 hours of flying, 1,000 gallons of gas burned while crossing 21 states. Deb does part of the flying, as she soloed in the airplane and flies it regularly this is only fair since she also did much of the fabric and Poly-Fiber finish work. There were a lot of fancier air planes on the line at EAA AirVenture Oshkosh 2002 (although it did win the Outstanding Piper award at Oshkosh 2002), but it's doubtful if there was another airplane on the field that represented as much de termination and sheer love for aviation as the Presten Clipper. Young Ben and Curtis will come of age not only knowing aviation from the ground up, but also having a better appreciation for it than most. They will understand that regard less of popular opinion, aviation does not run on money. Real avia tion is based on passion, and nowhere is that more evident than the Presten Clipper. ~
PASS
IT TO BUCK
BY E.E. "BUCK" HILBERT, EAA #21 VAA #5 P.O. Box 424, UNION , IL 60180
Situational awareness One of the greatest assets to open cockpit navigation has been the latest in handheld equipment-the GPS and the nav/comm radios. As you well know, trying to read a sec tional map with the slipstream whipping through the cockpit has always been a real trial for the "hel met and goggles" advocate. The noise-attenuating headsets sure help, too. But have we forgotten that one of the first rules of the games we play as pilot in command (PIC) is situa tional awareness? As PIC, you are to have all the latest information in hand and mind before and during your fl ight. Is this the case when a pilot takes off on a cross-country and only carries a GPS? What brings all this to mind is overhea ring a conversation where one guy was telling another that his GPS wen t out, and he was com pletely lost. He was in a real funk. And he didn't even have a map in the cockpit to refer to even after he dropped down and read the sign on a water tower. The story ended when he found an airport, landed, asked for direc tions, and bought a map. Don't embarrass yourself by not being prepared for just such a p redicament. Had there been an FAA agent on that airport when he landed, I'm sure a ramp check would have resulted in an embarrassing sit uation. Check the FARs, and you'll discover you have certain items that must be on hand and in the airplane for any flight, and one of them is a set of current charts covering your intended flight. A GPS doesn't cut it, and even if you have a handheld
nav/comm, where do you get the in formation concerning frequencies and airport information for en route stations? (l'm assuming you already looked up that information when you planned your trip.) But what if things change during the flight? A current sectional or flight chart is your "ace in the hole."
But have we forgotten that one of the first rules of the games we play as pilot in command is situational awareness? (To drive home the point Buck is making, here's a bit of personal ex perience. I'm a big fan of online flight planning, and 1 often use www.duats.com and the EAA Flight Planner to set up my cross-country flights . I also use their downloads for current charts for my route of flight, but that can be a "gotcha" as well. A few times I've chosen to give Flight Service a call on the radio to check on weather conditions or give a PIREP. Sure enough, the VOR I am often looking for is off my narrow downloaded and printed chart. So, out comes my trusty current sec tional for the broader view of my route. Sure, my handheld GPS has the facility information, but I must admit, I can find it quicker if I look it up on the chart, and that means I can get my head out of the cockpit
and looking out the window that much faster!-H.G. Frautschy) Also, have your personal items on hand in case some law enforcement or public official asks you for them. Under the FARs, any law enforce ment or public official can ask you for them. You should have your cer tificates, your medical, a second form of picture IO, and some proof of currency with you. This is a Catch-22-you need not carry your logbooks in the airplane, but you should be able to prove currency in the airplane, and be able to show a current flight review or some form of proof that you are legal. A photo copy of the relevant page in your logbook would be fine. This doesn 't only apply to cross country flying either. You could be in the pattern, shooting landings or just sightseeing, and when you land, there sits a state trooper, or a local airport offiCial, or just about any public official, and he asks you for your credentials. Are you ready? There is a rumor being spread, which can't yet be substantiated but seems quite prevalent, that the new Transportation Security Administra tion is going to impress state troopers into its program, and under the guise of the TSA's mission to "protect" the public, airplane drivers, mechanics, and airport personnel will be subject to their checks. Let's be ready for them.
Ovec to ~ou'.;Bt.<~ It VINTAGE AIRPLANE
21
The Making of a ~~ continued
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••
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DECEMBER
2002
submitted my materials to the American Bonanza Society (ABS) and the World Beechcraft Society (WBS), who immediately started publishing my materials as techni cal articles and product review articles. I started getting telephone calls from all over the country and abroad, asking for more details and assistance with other Bonanza and Beechcraft projects. I soon realized that my articles were being used by a lot of Bonanza and Beechcraft air craft owners and repair shops. I then submitted proposals for pro viding presentations at conventions like the annual ABS convention, the WBS Convention, and the fo rums at Sun 'n Fun. My proposals were accepted and my presenta tions were well attended, accompanied by lively question and answer periods. N12711 is likely one of the most documented and written about planes around. I take great enjoyment in assisting others with the restoration and maintenance of their Bonanza and Beechcraft aircraft. The last goal for my restoration work is to compete and win in contests like Sun 'n Fun and Oshkosh. As of this writing, N12711 has won Outstanding Cus tom in the Contemporary category at Sun 'n Fun. At Oshkosh, N12711 might have a better chance at the top award since items dealing with safety and avionics do not auto matically make a plane a custom plane. (Editor's Note-The top cus tom airplane awards at EAA AirVenture is the Bronze Lindy tro phy, presented to customized Single-engine and customized multi-engine aircraft.)
competition. Most good judges will see through this strategy. The best strategy includes doing all the engine, mechanical, and fuselage work first, followed by the instrument panel and avionics work second, followed by the inte rior and glass work, and then the paint job. All the work should be accomplished as flawless ly as pos sible. During this work, keep good records and photographs of your work and projects. The final steps when getting ready to compete include putting your documentation and photo graphs together. They should be able to be easily presented to the judges. Also you should develop a poster of your airplane that can in clude the basic year, make, and model information, together with a photograph or two of the plane and a few interesting facts about your plane. This poster should be dis played near the front of your plane for judges and enthusiasts to see. Your restoration should also be doc umented in book form (it's worth up to five points on your airplane's score sheet!). There's a great article on the judging presentation book at www.vintageaircraft.org.Click on How Do I Show My Airplane at the top of the web page. When arriving at a competition, bring a clean up and touch up kit with you. You should be cleaning your plane on site and touching up any paint imperfections that you notice. Set up your documen tation and photographs on a small table and locate your poster in a visible location near the front of your plane . Then stand by to an swer questions from judges and spectators. Good luck!
What Does It Take to Be a Show Plane? Many people have the mistaken belief that all you need to do is clean up your plane, get a new paint job, and replace the interior for a
Note: Steve did attend EAA AirVenture Oshkosh 2002 and won Outstanding in Type: Custom Class III Single Engine (231 HP & Higher) . ........
• Started flying at 17 in • ASMEL-I, A&P-/A • After 58 years flying, 17,000 hours, including 2,200 hours Swift time and 22 years flying pipeline patrol in Cessnos • At age 75, sti/l enjoys flying "46 " Swift purchased in 1963
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FLY IN CALENDAR
In the ever-evolving ways we can communicate, we've created a very easy way for you to submit cal endar of events items to EAA v ia the Internet. When your chapter, type club, or local group h as 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 u nder the Division p ull down menu) . Yo ur event will b e submitted for posting on the website, as well as being add ed to the calendar that is published monthly in the mag azine. It's much easier than sending a fax or a letter, The following list of coming events is furnished to our readers as a matter of in formation only and does not constitute approval, sponsorship, involvement, con trol or direction of any event (fly-in, seminars, fly market, etc.) listed. To sub mit an event, please log on to www.eaa.org/events/e vents.asp. Only if Internet access 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.
Write an article for
VINTAGE AIRPLANE We 're always looking for technical articles and photos of your latest restoration. We can't offer you money, but we can make you a hero among fel low Vintage Aircraft enthusiasts!
Send your submissions to:
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 exposure you want. We'll continue to refine the presentation of the events on the web. For now, all events are posted in one cal endar, 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.
DECEMBER 21-Fort Pierce, FL EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce Int'l Airport. Info: 772-464-0538 or 772-461-7175. J ANUARY 17-19, 2003-East Lans ing, MI-Great Lakes Aviation Conference. Michigan State U. Kel logg Hotel and Conference Center. Speakers include Capt. Al Haynes; Pa ul Bowen, aviation photogra pher; Brian Finnegan, Pres. PAMA; Bill O'Brien, FAA . See www.great lak esa viationconference.co m for more info, or call 734-973-0106.
FEBRUA RY 2 7-MAR CH I-Mis soula, MT-Montana Aviation Conference, Holiday Inn, Parkside. Workshops, seminars, nationally recognize d speakers, trade show. Info : Montana Aeronautics Divi sion, P.O. Box 5178, Helena, MT 59604-5178. Phone 406-444-2506 or fax, 406-444-2519, e-mail pkautz@state. mt.us. MARCH 7-9-Casa Grande, AZ-45th annual Cactus Fly-In at Casa Grande Airport. Info: wwwcactusflyin.org/ or call John Engle, 480-987-5516 or Dave Sirota, 520-603-5440.
SKYWARD
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Editor,
Vintage Airplane P.O. Box 3086 Oshkosh, WI 54904
vintage@eaa.org
~ mad: For pointers on fonnat and content feel free to call 920-426-4825
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25
Looking For A Gift?
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in an agreement with AeroPlanner.com, pleased to announce an exciting new Mem beneRt fo r EM Members ... EAA Planner. Take advantage of the Member benefit by heading over to Click on the "Register Now" get registered, and log onto Flight Plan to plan your next Right.
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Something to buy,
sell or trade? "Regardless of the size of tIle project, my goal has always been to exceed my customer's expectations." Award Winning Vintage Interiors by: Paul Workman
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*The use of Donon or simil ar modern malerklk as Q substitute for (oHon ~ a dead giveaway 10 lhe knowing eye.They simply do nOllook righl on vinloge oircroft,' lrom Robert Mikesh, lormer curolor 01 Ihe Nolionol Air ond \poco MUleum, in his book Restoring Museum Airc,.ff.
VltlTAGE. AE.RO fAP.>RICJ, LTD '" PURVEYORS '" Don't compromise your restoration with modem coverings ... finish the job correctly with authentic fabrics.
(ertililated Grode Alollon
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Fabrk topes: frayed, straight, pinked and early Amerilan pinked
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Pure cotton machine and hand sewing thread Vintage Aero Fabrics, ltd. 316 Creekwood Dr., Bardstown, KY 40004 tel: 502·349·1429 fox: 502·349·142B website: www.avdoth.lOm ' Originol Nieuport 28 reslored by Vinloge Aviolion Services"
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DECEMBER
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BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods, valves, pis ton rings Call us Toll Free 1-800-233-6934, e-mail ramremfg@aol.com Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS , N. 604 FREYA ST., SPOKANE, WA 99202. Airplane T-Shirts
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www.aviation-giftshop.com A Web Site With The Pilot In Mind (and those who love airplanes) For sale, reluctantly: Warner 145 & 165 engines. 1 each, new OH and low time. No tire kickers, please. Two Curtiss Reed props to go w~h above engines. 1966 Helton Lark 95, Serial #8. Very rare, PO-8 cer tified Target Drone derivative. Tri-gear Culver Cadet. See Juptner's Vol. 8-170. Total time A&E 845 hrs. I just have too many toys and I'm not get ting any younger. Find my name in the Officers & Directors listing of Vintage and e-mail or call evenings. E. E. "Buck" Hilbert Flying wires available.
1994 pricing. Visit
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Aviation Art favorite s: WW-I , Golden Age , WW - II to present. www. MotorArt Works_com Custom Aircraft Rest oration and Construc t ion- Tube and Fabric, Wood, Aluminum. Customair, 202 Aviation Blvd., Cleveland, GA 30528,706-348-7514, rbfassett@allte/.net
-~ PLANNER
Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. ClaSSified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (I.e., January 10 is the dosing date for the March issue). VAA reserves the right to reject any adve.rtising in conflict with its polides. Rates cover one inser tion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (c1assads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card num ber, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications ClaSSified Ad Manager, P.O. Box 3086, Oshkosh, Wl 54903-3086.
Antiques, Warbirds, Cropdusters 304-466-1752 Fax 304-466-0802 www.radialexhaustsystems.com
Wanted to buy: accessory case for Con tinental A-50-3 dry sump engine (this case is very different than those used on the wet sump engines). Please email any photos and information to epistaxis1@aol.com or phone 402-289-2881 .
MIKE'S HANGAR is "Practicing a Tradition" Howard Hughes' Sprnce Goose
"I don't know, Howard. Maybe if we'd used Poly-Fiber we'd have finished it on time." Absolutely! And because Poly-Fiber doesn't support
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• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
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Fallsington, PA 19054 (215) 295·4115
website: www.airtexinteriors.com
Fax: 800/394·1247
$22.95 $24.95 $22.95
Bellanca's Golden Age ($24.95) available Dec. 2002
Add $4 shipping & handling per order.
Rave Reviews: Skyways: A hit of the first order! Smithsonian's National Air & Space: Archival photos and technical drawings abound.
Dozens of other highly-acclaimed titles (books &
CDs), including The Legacy of the DC-3
Over 225 3-view drawings
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Phone: 800-952-7007 Fax: 888-289-7086
E-mail: books@windcanyon.com
website: www.windcanyonbooks.com
Call or e-mail for free catalog
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VINTAGE AIRPLANE
27
NEW MEMBERS
Gary M. Kennedy Charles McMahan james O. House III Gregory R. Swanson Terry Davis Timothy M. Ayers Marti Ayers Tod Dickey Thomas E. Drake Vernon Franklin Michael Friedrich james W. Keaton, Sr. Leo G Parent, jr. Robert Peters LeRoy Peterson Terry L. Stark Roger Tollefsrud Bob Fowles Paul Calaba Robert Cope joel Hall Steven Hicks David P. Lombard David Lowther Inder Singh j. Mike Pustek Matthew Shafer Strother Purdy, Sr. Harris Bowen Douglas j. Clukey Edwin E. Flow Donald R. Frankenberry john Frank Lemond Robert Lillard David W. Mctighe Real E. Perras Charles M. Vaughn William W. Wallin Phil Collins Derek Reynolds Howard G. Belsheim Ladean Fevold Craig Rose Richard B. Anderson Brian Schoonmaker Allen Drozs james E. Robertson jody Wittmeyer Richard Hamilton Daniel Ringer George A. Rodda 28
DECEMBER 2002
Valdez, AK Gakona, AK Saginaw, AL Huntsville, AL Bismarck, AR Glendale, AZ Glendale, AZ Phoenix, AZ Scottsdale, AZ Arlington, AZ Phoenix, AZ Peoria, AZ Phoenix, AZ Phoenix, AZ Mesa, AZ Tucson, AZ Mesa, AZ Abbotsford, BC Northridge, CA Bakersfield, CA Venice, CA Linden, CA Soquel, CA Carlsbad, CA Woodside, CA Thornton, CO Littleton, CO Bridgewater, CT Weirsdale, FL Winter Haven, FL Orange Park, FL Deleon Springs, FL Havana, FL Crystal River, FL Cape Coral, FL Zephyrhills, FL Titusville, FL Venice, FL Duluth, GA Marietta, GA West Des Moines, IA Badger, IA Dubuque,IA Hailey, ID Harrison, 10 Decatur,IL Minooka,IL Kewanee,IL Monroeville, IN Bremen, IN Columbus, IN
jeff Adair Leonard Parmley Paul Wright Barry T. Hynes Chester Piolunek, Jr. Charles T. Dupuis Bruce E. Lewis David Trucksess john Feldvary Albert E. Schiffer john B. Busse Hugh Faville Dean K. Knutson Adam james Leonard Charlie Green Randy Reed William Carson Thomas W. Glasgow Hep Porter Karl Kunze john Panoski Birdie Saurenman Dale E. Hanlin Louis Leet Chris Pirrmann Patrick j. Schmeltz Brett S. Frazier Chester Gilliam Andrew Conner Gary Schlegel Rodney Ouzts Marcia Lynne Barnes Ernest B. Betancourt james Cowley Robert D. Garnett Faye Hamilton joe C. MacCabe Brian K. Moses Corydon S. Bagley Robert L. Belt Dave Glines Bryan H. Davidson Thomas Little jay G. Miner Gary W. Walters Dennis Ames Kjell Erik Anderson Theresa M. Books Chris Laskey Quinn Smet
Shreveport, LA Ponchatoula, LA La Combe, LA S Boston, MA Severn, MD Saco, ME Gorham, ME York, ME jackson, MI Ovid, MI Deer River, MN Roseville, MN Golden Valley, MN Rochester, MN Springfield, MO Kansas City, MO Cornelius, NC Ashville, NC Gardnerville, NV Pittsford, NY Scotia, NY Water Mill, NY Brunswick, OH Centerville, OH Cincinnati, OH Bowling Green, OH Bend, OR Rogue River, OR Unionville, PA Palmyra, PA Pickens, SC Mountain City, TN Lascassas, TN Sulphur Springs, TX Marion, TX Weatherford, TX Willis, TX Georgetown, TX Salt Lake City, UT St. George, UT Herriman, UT Arlington, VA Renton, WA Seattle, WA Marysville, WA Darien, WI Waunakee, WI Omro, WI Kenosha, WI Stoughton, WI
Membership Services VINTAGE
AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ASSOCIATION
Directory_
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
OFFICERS President Espie 'Butch' Joyce p,O, Box 3S584 Greensboro, NC 27425 336·668·3650
Vice-President
George Daubner 2448 Lough Lane Hartford, WI 53027 262·673·5885
windsock@aol.com
vaaflyboy@msn. com
Secretary Steve Nesse 2009 Highland Ave, Albert Lea, MN 56007 507·373·1674
7215 East 46th SI. Tulsa, OK 7414 7 918·622·8400
Treasurer Charles W. Harris
cwh@hv5u.com
DIRECTORS Steve Bender 815 Airport Road Roanoke, TX 76262 817·491·4700
sstl ()()@worldnet.att.net
Dale A. Gustafson 7724 Shady Hills Dr, Indianapolis, IN 46278 317·293·4430 dalefaye@msn .com
Jeannie Hill
DavId Bennett P,O, Box 1188 Roseville, CA 95678 916·645·6926
P,O, Box 328 Harvard, IL 60033 815·943·7205
antiquer@inreach.com
dinghao@owc.net
John Berendt
7645 Echo Point Rd,
cannon Falls, MN 55009
507·263·2414
Steve Krog
fchld@rconnect.com
1002 Heather Ln,
Hartford, WI 53027
262-966-7627
sskrog@aol.com
Robert C. "Bob" Brauer 9345 S, Hoyne
Chicago, IL 60620
773·779·2105
photopilot@aol.com
Robert D. "Bob" Lumley 1265 South 124th Sl.
Brookfield, WI 53005
262·782·2633
lumper@execpc,com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317·839·4500
davecpd@iquest,net
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817·491·911 0
John S, Copeland
lA Deacon Street Northborough, MA 01532 508·393·4775
Dean Richardson 1429 KIngs Lynn Rd Stoughton, WI 53589 608·877·8485
copeland i@juno.com
dar@aprilaire.com
Phil Coulson
28415 Springbrook Dr,
Lawton, MI 49065
616-624·6490
rcouisonSl6(g'lcs,com
Geoff Robison
1521 E. MacGregor Dr,
New Haven, IN 46774
260·493·4724
chief7025@aol.com
Roger Gomoll
8891 Airport Rd, Box C2
Blaine, MN 55449
763·786-3342
pledgedrive@msncom
S.H. "West' Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414-771·1545 shschmid@milwpc,com
n03capt@flash.ner
DIRECTORS
EMERITUS
Gene Chase 2159 carlton Rd, Oshkosh, WI 54904 920·231·5002
Phone (920) 426-4800 Fax (920) 426·4873
Web Site: http://www.eaa.org and http://www.airventure.org E·Mail: vintage @ eaa.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, IL 60554-06S6
630-466-4193
103346,1772@compuserve,com
EM and Division Membership Services 800·843·3612 , , , , , , , , , , . , FAX 920·426·6761 (8:00 AM-7:00 PM Monday-Friday CST) • New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAFI)
• Address changes • Merchandise sales • Gift memberships
Programs and Activities EAA AirVenture Fax·On·Demand Directory , , , , , , , , , , , , , , , , . , , , , , , , .. 732·885·6711 Auto Fuel STCs , , , , , , , , , , , , , , 920·426·4843 Build/ restore information " " . 920·426-4821 Chapters: locating/ organizing" 920·426·4876 Education, , . , , , , . , , , , , , , . , . 920·426·6815 • EAA Air Academy • EAA Scholarships
Flight Advisors information, , , , 920-426·6522 Flight Instructor information, , , 920·426·6801 Flying Start Program, , , , , , , , , ,920-426·6847 Library Services/Research, , , , , , 920·426-4848 Medical Questions, , , , , , .. , , , , 920·426-4821 Technical Counselors , . , , , , . , . 920-426-4821 Young Eagles. , . , , , , , , , .. . . , , 920-426·4831 Benefits AUA """ .. " " " " , ." ,,800·727·3823 EAA Aircraft Insurance Plan ,, ' 866·64 7·4322 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 , , , , , . , , , , , 920-426·4877 Financial Support , , , , , , , , , " 800-236·1025
MEMBERSHIP INFORMATION
EAA Membership in the Experimental Aircraft Associ· ation, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually, All major credit cards accepted for membership, (Add $16 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 Membership , VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not in· c1uded). (Add $7 for Foreign Postage.)
AVIATION magazine not included) , (Add $15
fOT Foreign Postage,)
WARBIRDS Current EAA members may join the EAA War· birds of America Division and receive WARBIRDS magazine for an additional $40 per year. EAA Membership, WARBIRDS magaZine and one year membership in the Warbirds Divi sion is available for $50 per year (SPORT AVIATION magaZine not included), (Add $7 for
Foreign Postage.)
EAA EXPERIMENTER
lAC
Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year. EAA Membership and EAA EXPERIMENTER magaZine is available for $30 per year (SPORT AVIATION magazine not included), (Add $8 for
Current EAA members may join the Interna· tional Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magaZine for an addi· tional $45 per year. EAA Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars, Add required Foreign Postage amount for each membership,
Foreign Postage.)
FOREIGN MEMBERSHIPS
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Copyright ©2002 by the EAA ,"ntage Aircraft Association All rights reselVed, VINTAGE AIRPLANE (ISSN 0091 ·6943) IPM 1482602 is published and ownec exclusively by the EAA ,"ntage Aircraft Association of the Experimental Aircraft Association and is publishec monthly at EAA 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 ,"ntage Aircraft Association, P.O, Box 3086, Oshkosh, WI 54903·3086, FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via sur· face mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORlAl 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 contribu1()(, No renumeration is made, Material should be sent to: Editor, VINTAGE AiRPLANE, P.O, Box 3086, Oshkosh, WI 54903·3086, Phone 9201426·4800, EAA" and SPORT AVIATION"', the EAA Logotl> and Aeronautica'· are registerec trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc, The use of these trademarks and service marks withou1 the pem1ission of the EXperimental Aircraft Association, Inc, is strictly prohibitec, The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation, Inc, The use of this trademark without the permission of the EAA Aviation Foundation, Inc, is strictly prohibitec,
VINTAGE AIRPLANE
29
This medium-blue shirt has the VAA on the back yoke. SM MD LG XL
V11183 V11184 V11185 V11186
totes are embossed on one side with airplanes and the VAA logo. Washable. SM LG
V00250 V00249
ORDER ONLINE: Denim Apron V 00403 $26.00 This denim apron goes well from the cookout, to theJ<itchen, to the shop. 100% cotton. Machine wash and dry.
This ladies polo shirt made of 100% cotton can be machine washed and dried. It sports an all-navy VAA logo and white stripe collar and cuffs. MD Vl1165 LG V11166 XL V11167
30
VI0130 VI0131 DECEMBER 2002
Ladies and Men's Stonewashed Denim Shirt A classic for any season, this denim shirt is great for aU aviation activities. lADIES $31.95 SM V11147 MD Vl1148 LG Vl1149 XL Vl1160
$18.95
VI0134 VI0135
Ladies Yellow GoH Shirt $18.95 This comfortable golf shirt is 100% cot足 ton, machine washable. Tone on tone VAA logo on front. SM MD
http://shop.eaa.org
This 100% cotton golf shirt sports the VAA logo on the sleeve. SM MD
LG XL
VI0132 VI0133
$17.95 $18.95
LG XL
MEN's $32.95 MD V11161 LG V11162 XL Vll163 2X V11164
Denim GoH Shirt This short sleeve shirt is a classic for warm weather. MD LG
VI1135 Vl1136
XL 2X
Vl1137 Vlll38
VI0136 VI0137
Men's Burgundy GoH Shirt This golf shirt is 100% cotton with tone on tone VAA logo on chest. It sports a three color collar. MD LG XL
VI0151 $34.95 VI0153 V11133
2X V11134 $36.95
This plush jacket will show your USA and VAA pride. Made of 100% acrylic it washes easily. MD LG
V00913 VOO916
XL 2X
V00917 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:
http://shop.eaa.org
,
This cast metal pin is about 3" wi e. A great way to show your VKA pride.
Travel Mug VOO342 $12.95 Classic stainless steel mug with plastic
handle and cap. Standard base fits most
car cup holders.
Mini FanIFlashlight
V40242
$i:!S""
SALE $4.95 This clever gadget features both a fan and a flashlight. Batteries included.
Small VAA Logo Pin
VOO258
$3.99
This small metal pin can be displayed on your clothes, then easily removed. (Tie tack style pin.)
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.
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.
$3.99 3路D VAA Patch This 3-dimensional patch is well tailored and will look great on your clothing and accessories. VINTAGE AIRPLANE
31
VAA Mere ORDER ONLINE:
http://shop.eaa.org
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
V11171 VI1172
Men's Navy Micro Fiber Jacket MD VI0005
2X Vl0009
32
LG
VI0006
XL VI0007
Sweatshirt Blankets These blankets are extra soft, S4 in. x 84 in., and machine washable. V00933
Gold
TELEPHONE ORDER:
VOll04
Burgundy
800路843路3612
FROM US AND CANADA (ALL OTHERS 920路426路5912) $71.95 $72.95
This classy navy jacket is soft to the touch, water repellent, and light weight with inside zippered pocket. Machine wash, gentle cycle. DECEMBER 2002
MAIL ORDER: VINTAGE MERCHANDISE
PO BOX 3086
OSHKOSH, WI 54903-3086
WORD IS,
RADAR CAN'T PICK IT UP.
MAYBE IT'S THE PAINT.