VA-Vol-31-No-1-Jan-2003 by EAA Vintage Aircraft Association

VOl. 31 , No. 1

2 VAA NEWS/ H.G. Fra u tsch y

JANUARY 2003

Due to an error made at the printer, the Sport Pilot Newsletter was omitted from last month's issue. It is included in this issue. We apologize for any inconvenience.

4 FRIENDS OF THE RED BARN

5 JOHN MILLER RECALLS ...

LET THE INVENTIONS CONTINUE

Jo hn M. M iller

6 THE TINKERER' S TUG SOMETIMES A PROJECT DISTRACTION CAN KEEP YOU MOVING FORWARD Gary Co n tner

8 PREFLIGHT

Ka ti e Schul tz

PASS IT TO BUCK/ Bu ck Hilbert

THE VINTAGE INSTRUCTOR COMMUNICATION Dou g Stewart

WEEDEN 'S REARWIN DOING IT THE HARD WAy/Bu dd Davisson

TYPE CLUB LIST

CALENDAR

CLASSIFIED ADS

NEW MEMBERS

VAA MERCHANDISE

Publisher Editor-in-Chief Executive Editor News Editor Photography Staff Advertisi ng Coordinator Advertising/ Editorial Assistant Copy Editing

TOM POBEREZNY scon SPANGLER MIKE DIFRISCO RIC REYNOLDS JIM KOEPNICK LEEANN ABRAMS TRISHA LUNDQUIST JULIE RUSSO ISABELLE WISKE COLLEEN WALSH KATHLEEN WITMAN

VINTAGE AIRPLANE

Executive Di rector, Editor VAA Administrative Assistant Contributing Editors Graphic Designer

HENRY G. FRAUTSCHY THERESA BOOKS JOHN UNDERWOOD BUDD DAVISSON OLIVIA L. PHILLIP

FRONT COVER: Dick and Pauline Weeden 's careful restoration of their 1935 Rear足 win 7000 Sportster is a pleasant sight to behold, and that 5-<:ylinder LeBlond is fun to listen to as well. EM photo by Jim Koepnick, shot with a Canon EOS-1n equipped with a 8()'200mm lens. EM Cessna 210 photo plane flown by Janet Davidson. BACK COVER: " Season 's End " is the title of this award-winning oil painting by Cher Hogan, who lives in northwestern Ontario with her two cats and German Shep足 ard, Zach. Cher's painting was presented with an Honorable Mention ribbon during the 2002 EM Sport Aviation Art Competition. For more information on Cher's paint足 ings , please visit her website at www . artbycher.ca or e-mail her at cher@artbycher.ca.

ST AIG TBc LE EL BY ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION

Special times I really hope that everyone had a great holiday season and got to rest up some after Christmas day. It always seems to me that after Thanksgiving the days are always filled with something to do all of the time. It also seems to wear you down as you grow older! This year I added some extra work to an already busy Christ ma stime schedule. I have been busy remodeling the house in which I was raised . This entailed, of course, having to purchase a nice woodworking shop over the past several years. This year, I decided to make a rocking horse for my granddaugh ter, Georgia . She's my oldest daughter 's little girl. After all, I have all of the tools needed! After I got started, I have to ad mit I've never seen so many wooden pieces come from so many 2 by 12s. I finally decided that I should have built her an airplane! As I worked on toward Christmas, it looked like I would only make my Christmas deadline by burning some midnight oil. Then the call came. Wendy (Georgia's mom) and her family were going to spend this Christ mas at their home in Roanoke, Virginia. Guess what? They would be at our house a week early! Yikes! I had to quit horsing aro u nd and really bear down, but I made the deadline by extending those mid night hours. Thankfully, everyone was happy with how things turned out. I was-it was great to see little Geor gia's smile. Even with the busyness of the Christmas season, it is a spe cial time of year. The year 2003 is at hand. This

year will fly by at record speed, be cause it will be filled with all kinds of specia l events celebrating the 100th anniversary of sustained, controlled, powered fligh t. The EAA will be at the center of m u ch of the ce lebration . EAA's Countdown to Kitty Hawk, pre sented by Ford Motor Company, is going to be quite special. A center piece of the Countdown's pavilion

This year will fly by at record speed because it will be filled with all kinds of special events ... will be the Wright Flyer reproduc tion being built by Ken Hyde and the Wright Experience under con tract with EAA. The engine is being built by the Hays brothers of Lake Geneva, Wisconsin. If you've been to Oshkos h, you've seen the Hays engine display tent in the Vintage area of the convention grounds. They give running demonstrations of their Wright engine at least twice a day. They are also the people that do the "wingwalk" act with the pre his t oric 'craft powered by the single-cylinder "one lung" engine. How many times we've been blessed by their low speed, low al titude passes by the VAA Red Barn.

The Wright reproduction engine they are building is to run for the first time this month. The com p leted Wright F l yer will have its first public viewing in the Count down to Kitty Hawk pavilion this spring at Lakeland, Florida, during the Su n 'n Fun EAA Fly-In. Want proof that the year will fly by? Sun ' n Fun is just three months way! And EAA AirVenture Oshkosh is just three more months after that. Whew! January is the kickoff month for our 2003 Friends of the Red Barn campaign. Last year, we had great support for this worthy program from a number of our loyal mem bers . I really thank everyone for helping our effort to improve the Vintage area of the convention. For more information on this year's campaign, please see page 4. We welcome any suggestions that you may have to improve the Vin tage area of the convention grounds or any other matters that pertain to the Vintage Aircraft As sociation and its membership. Speaking of membership, you can also help the VAA by asking fr iends to join up with us so they too might enjoy our Vintage Air p l an e magazine and the other programs we have that he lp the vintage aircraft owner. Let's all pull in the same direc tion for the good of aviation. Remember we are better to gether. Join us and have it all! Butch ... VINTAGE AIRPLANE

NATIONAL AIR TOUR PLANS MOVE FORWARD

To rekindle memories of aviation's golden age and promote civil avia tion's progress over the past century the Aviation Foundation of America (AFA) will re-create the National Air Tour September 8-24, 2003. Held be tween 1925 and 1931, the original tours departed from Ford Airport now the Ford Motor Co. proving grounds-in Dearborn, Michigan. A pioneering aviation company in its own right, the automaker bankrolled the tours to demonstrate air travel's safety and reliability. Participants in the 2003 National Air Tour competition will vie for the Edsel B. Ford Reliability Trophy. De parting from Dearborn , they will trace the route of the 1932 tour, which didn't take off because of the Depression. Visiting 27 cities in 16 days, the tour will cover some 4,000 miles. AFA's goal is to recruit 25 air planes that participated in the original tours or represent the air craft that participated. "We've been working diligently

to get as many of the flying Ford Tri Motors in the U.S. to go on this trip," said tour leader and well known aircraft collector Greg Herrick (EAA 402961). While no one is contractually obligated, Herrick said AFA has three firm Tri-Motor commitments, and it's possible all six flying Fords will join the tour. Of all the aircraft that partici pated in the original tours, 22 are still on the FAA registry (including the Monocoupe 110 on display at the EAA AirVenture Museum, which flew in the 1930 tour). Only two of them still fly: Herrick's Paramount Cabinair and Steve Pitcairn's PCA-2. Ed Marquardt is restoring a Buhl CA3C that flew the tour, and it may be ready to participate in the 2003 tour. AFA is now seeking aircraft repre sentative of those that flew on the original tours, suc h as Travel Air, Waco, Curtiss, New Standard, and Eaglerock, among others. Also sought are aircraft that illustrate the progress of aviation over the years.

"We're hoping to get a Boeing 247 and a Sikorsky S-39 being restored by DickJackson," Herrick continued. Also likely to join the tour are an S 38, a DC-3, two New Standards, a Stinson high-wing Tri -Motor, and Herrick's low-wing Stinson Tri-Motor , if its restoration is finished in time. "This is a grass-roots effort. People are volunteering their time, their air craft and, at this point, their money," Herrick said. "If sponsor ship is not secured, volunteers will be prepared to pay their own way, food, fuel, and lodging. It's a huge dedication on the part of those par ticipating, but we're working on resolving the financial burden (with sponsorship) as best we can." Herrick said he's working with the Vintage Aircraft Association to create a presence at EAA AirVen ture Oshkosh 2003 to create interest and awareness of the tour. For more information , including the tour schedule and its stops, visit www.nationaiairtour.org.

NOMINATIONS FOR EAA DIRECTORS Pursuant to the directive contained in EAA's articles of incor poration and bylaws, the president has appointed the nominating committee to receive nominations for Class II Directors (three year terms) to replace those whose terms expire during 2003, and for one Class III Director (one-year term) to fill a vacancy caused by the death of an incumbent. The nominating committee consists of six members in good standing: Chairman Ron Scott, N8708 Sky Lane, Rt. 1, East Troy, WI 53120. Zonnie Fritsche, W6305 Peninsula Court, Neshkoro, WI 54960. Robert D. Lumley, 1265 S 124th Street, Brookfield, WI 53005. Ray Stits, 7340 Live Oak Drive, River side, CA 92509. Don Taylor , 6109 Copper Rose NE, Albuquerque, NM 87111. Harry Zelsloft, 2787 Leisure World, Mesa, AZ 85206. Following the procedures described below, send nominations to the committee in accordance with the procedures described below. If the committee receives insufficient nominations, it shall make additional nominations of its own. The terms of five Class II Directors as listed below will expire at the 2003 EAA Annual Business Meeting held in Oshkosh, Wis consin, and their successors will be elected at that meeting. Such Directors may succeed themselves. In addition, to fill a va cancy created by the death of a Class III Director, a successor, whose term will expire with the Class III Directors in 2004, will be elected at the meeting. 2

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2003

Class II Directors Bob Reece John Baugh Jack Harrington Alan Shackleton Verne Jobst Nominations for these positions shall be made on official nomination forms, available from EAA Headquarters, c/o Tom Poberezny, P.O. Box 3086, Oshkosh, WI 54903-3086, or e-mail jreader@eaa.org. Nomination petition shall include a recent photo of the candidate and contain a brief resume of his or her background and experience. Candidates must have been an EM member for the previous three consecutive years. Each petition requires a minimum of 25 signatures of EAA members in good standing with their EAA number and expiration date. Nomination petitions must be submitted to the Chairman of the Nominating Committee, Ron Scott, c/o EAA Headquarters, P.O. Box 3086, Oshkosh, WI 54903-3086, no later than Febru ary 27, 2003. Voting instructions and procedures will be published in a forthcoming issue of EM Sport Aviation. Alan Shackleton Secretary, Experimental Aircraft Association Inc. The Annual Business Meeting and Election will be held at the Theater in the Woods at 1 p.m. CDT on Sunday, August 3, 2003, at Wittman Regional Airport, Oshkosh , Wisconsin, during EAA Air Venture Oshkosh to be held July 29 through August 4, 2003.

2002 VOLUNTEERS OF THE YEAR EAA SPORTAIR TEACHES AIR CRAFT CONSTRUCTION

If you're thinking about building or restoring an air craft, learn how at an EAA SportAir Workshop. Workshops cover the gamut of needed skills in all construction meth ods-from sheet metal and composites to welding, wood work, and fabric covering-to aircraft-specific courses such as the RV workshop. EAA SportAir Workshops provide all the needed tools and materials. Just bring your willingness to learn. EAA Sport Air instructors are among the best in their fields. Gas welding instructor Richard Finch has published two must-have books, Performance Welding and Welder's Handbook, and shares every SportAir instructor's de sire to help students develop their skills. Depending on the course, tu ition for EAA members ranges from $99 to $359. For more in formation, or to enroll, visit www.sportair.com or call 800-967 5746. See an abreviated schedule list in the ad on page 24. EAA AIRVENTURE 2003: 100 YEARS OF POWERED FLIGHT

The world's largest general avia tion gathering-EAA AirVenture Oshkosh-will celebrate powered flight's first century from July 29 through August 4, ~ 2003, at Wittman .~ Regional Airport in Oshkosh, Wiscon- /1IRVENTURE sin. The logo for EAA's 51st annual ~ convention conveys this theme. De signed by EAA's graphics staff, the logo features a stylized 100 and 1903 Wright Flyer above the EAA AirVenture Oshkosh illustration. The 100 represents the EAA AirVen ture 2003 theme, and the Flyer is a tribute to the Wrights and all the early pioneers of aviation.

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S H K 0

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During each EAA AirVenture Oshkosh, hundreds of volunteers spend part of their convention helping their fellow members. They might be carefully guiding airplanes to their parking spots, or perhaps serving up a cool drink. They could be manning a sales counter, or signing up new members. Wherever they are, we do our best to acknowledge their con tributions. Each year, we highlight these volunteer efforts by presenting the Volunteers of the Year awards. Congratulations to our four volun teers of the year, and thank you!

VAA Director Steve Nesse, left, presents the first of two new Meritorious Service Vol unteer awards to Craig Baumgardner.

Clair Dahl is presented his Meritorious Service award by VAA Vice-President George Daubner.

Clair and Craig were key volunteers for the launch of the VAA Tall Pines Cafe, which served more than 2,500 breakfasts during EM AirVenture.

The Behind the Scenes Volunteer of the Year award went to the VAA's information booth ace, Sandra Perlman. Sandy (right) listens as VAA administrative assistant Theresa Books helps present the award.

Aluminum Overcast Needs B-17 Bomb Bay Gearboxes EAA AirVenture Museum's staff is looking for Boeing B-17 bomb bay door gearboxes so EAA's Aluminum Overcast can fully live its history by opening and closing its doors in flight. Without the gearboxes, part numbers 65-4104-504 and 59 2018-500, the B-17 can only be operated by hand on the ground. If you or anyone you know can help locate these parts, please contact Ron Twellman at rtwellman@eaa.org or 920-426-5917.

The Flight Line Volunteer of the Year, Thomas Taylor, gets some good-natured rib bing from his father-in-law, Buck Hilbert, (center) while VAA Director Geoff Robison looks on.

GALLONS OF

AUTO FUEL

INFORMATION

Bundled under Aviation Education, the EAA Automobile Fuel program web page at www.aviationfuel.org presents gallons of information on using automotive fuel in certifi cated aircraft . Besides com prehensive articles, answers to fre quently asked questions, and safety tips, it offers electronic Sup plemental Type Certificate (STC) applications for your convenience. VINTAGE AIRPLANE

VAA's "Friends of The Red Barn" VAA 2003 Convention Fund Raising Program The Vintage Aircraft Association is a major partici pant in the World's Largest Annua l Sport Aviation Event - EAA AirVenture Oshkosh! The Vintage Divi sion hosts and parks over 2,000 vintage airplanes each year from the Red Barn area of Wittman Field south to the perimeter of the airport. The financial support for the various activities in connection with the weeklong event in the VAA Red Barn area has been principally derived from the Vin tage Aircraft Association 's general income fund. Starting in 2002, the Vintage Board elected to more properly underwrite the annual Vintage Red Barn area Convention activities from a yearly special conven tion support fund. This effort is the VAA's "Friends of the Red Barn" program . This fund raising program is an annual affair, begin ning each year on July 1 and ending June 30 of the following year. This year's campaign is well underway, with contributions already arriving here at VAA HQ. Our thanks to those of you who have already sent in your 2003 contributions. You can join in as well. There will be three levels of gifts and gift recognition: Vintage Gold Level - $600.00 and above gift Vintage Silver Level - $300.00 gift Vintage Bronze Level - $100.00 gift Each contribution at one of these levels entitles you to a Certificate of Appreciation from the Division. Your name will be listed as a contributor in Vintage

Airplane magazine, and on a special display at the VAA Red Barn. You will also be presented with a special name badge recognizing your level of participation. During AirVenture, you'll have access to the Red Barn Volunteer Center, a nice place to cool off. Gold Level contributors will also receive a pair of certificates each good for a flight on their choice of EAA's Ford Trimotor or New Standard Biplane, re deemable during AirVenture or during the summer flying season at Pioneer Airport. Silver Level contribu tors will receive one certificate for a flight on their choice of one of the two planes. This is a grand opportunity for all Vintage members to join together as key financial supporters of the Vin tage Division. It will be a truly rewarding experience for each of us as individuals to be part of supporting the finest gathering of Antique, Classic, and Contem porary airplanes in the world. Won't you please join those of us who recognize the tremendously valuable key role the Vintage Aircraft Asso ciation has played in preserving the great grass roots and general aviation airplanes of the last 100 years? Your participation in EAA's Vintage Aircraft Association Friends of the VAA Red Barn will help insure the very finest in AirVenture Oshkosh Vintage Red Barn programs. For those of you who wish to contribute, we've included a copy of the contribution form. Feel free to copy it and mail it to VAA headquarters with your donation. Thank you.

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2003 VAA Friends of the Red Barn Na m e ______________________________________________ EAA#_______________VAA# ______________

Address____________________________________________________________________________________

City /State/Zip_______________________________________________________________________________ Phone_____________________________________E-Mail ___________________________________________ Please choose your level of participation: _ Vintage Gold Level Friend - $600.00 _ Vintage Silver Level Friend - $300.00 _

Vintage Bronze Level Friend - $100.00

o Payment Enclosed

o Please Charge my credit card (belo w)

Credit Card Number ______________________ Expiration Date _______ Signature______________________________

Mail your contribution to: EAA VINTAGE AIRCRAFT ASSOC . PO Box 3086 OSHKOSH , WI 54903-3086

*00 you or your spouse work for a matching gift company? If so, this gift may qualify for a matching do nation. Please ask your Human Re

sources department for the appropriate form.

NameofCompany _________________________

The Vintage Aircraft Association is a non-profit educational organization under IRS 501 c3 rules. Under Federal Law, th e deduction from Federal In come tax for charitable contributions is limited to the amount by which any money (a nd the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons.

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2003

JOHN

ILLE

ECALLS

Let the inventions continue

JOHN M. MILLER At a mere 4 years of age, in 1910, when I saw Glenn Curtiss fly in his frail bamboo and cloth biplane kite, I lost inter est in becoming a steam locomotive engineer. By 18 I was flying a World War I Jenny, hopping passengers, barnstorming. No regulations or certificates then. All through the years, flying water-cooled and rotary engines, diesel and gasoline radi als, turboprops and jets, and still flying at 97, I have seen a helluvalotta wonderful advances, with many more to come. In 1923, when I started flying in the only air craft available, WWI surplus open-cockpit biplanes, we had not the slightest suspi cion that in less than 40 years we would be casually flying across the Atlantic in six hours with a hundred or more passengers. Any suggestion that airplanes would al most completely replace the railroads and steamships for worldwide travel would have marked us as wild , daffy visionaries. Right now we are nearing the technol ogy for trajectory travel across· oceans, with air-breathing engines to put the vehi cles into trajectory. That would take us from New York or los Angeles to Australia or Japan in about an hour. Visionary? Okay, have it your own way, but don't go away grumbling. Back in 1910, the Wrights and Curtiss could not conceive of what we have now been doing for decades and would have laughed at such ideas. However, let us look at what we need now and in the nearer future. Although avi ation has produced by far the safest worldwide travel in history, we do have se rious accidents. Accidents due to crew mistakes are gradually being reduced by advanced training and procedures . Acci dents due to failure of equipment are not as repetitive because of careful analysis of the wrecks. Much of that is because of the "black box " information available. In the cases of four very bad crashes in 2000, it was very fortunate that the boxes were recovered by marvelous remotely controlled deep-water submersible vehi cles, developed outside of aviation technology. We cannot depend foreve r on

recovering those boxes from the wrecks. There will be failures. Of course the boxes have shortcomings of their own, although they are being improved. Better technology actually exists and is in everyday use in ocean-going surface vessels. Don't reject it because of the Triple-O Syndrome: origination outside the organization (my definition). Some ships are in constant satellite info-telemetry with their home offices, from all over the world. The home office has a constant readout and recording of every item of information of any use, such as engine rpm, bearing and oil temperatures, fuel consumption , speed , course and location, as well as sig nificant weather, via satellite. I know of one huge trans-Pacific container ship that has its entire control from the bridge with only 12 men in the crew and with its en gine room vacant and locked. The company office has a constant readout and computer record of all going on in real time. I am confident that such a system can eventually replace or enhance the black box system. What is more, because of the constant increase in airline traffic density at major terminals , it will be possible to radio-re mote control the aircraft accurately during departures and approaches from a traffic control system located on the ground . It would then be possible to get more air craft in and out of the areas than with the present manual control of the aircraft. I re member when UAl (United Air Line) developed an actual automatic landing system in the Boeing 247 airliner in 1937, using a curved glideslope and the old Sperry autopilot. I saw it work at Cheyenne, Wyoming, in 1937. UAloffered it for all airlines to use, but the pilots and AlPA (Air Line Pilots Association) rejected it, so the curved portion of the glideslope and the autopilot were eliminated , but they still called it an instrument landing system, our IlS of today. I sadly think of all the botched manual approaches that resulted in loss of life in the past six decades since. If landings can be made by

remote control on the Moon or on Mars, they can be made at ATl, LAX, or JFK. Another thing that must be developed is a solution to the problem of anti-icing on helicopter blades. It seems to me that this problem has been neglected. The old method of landing and knocking the ice off with a stick has to go. Surely a lot of effort should be applied to this problem. As for powerplants for general aviation aircraft, flying at the lower altitudes, the diesel engine shows much promise so that jet fuel could be used. I flew the Packard and Guiberson diesels about 1930. At that time the Packard estab lished a nonrefueling endurance record that stood for many years until after World War II. There are diesels in development now. The Wankel type engine is neglected and should be developed. It is inherently uncomplicated, light, smooth, has a low frontal area , and can be designed for ei ther gasoline or kerosene. The helicopter has been a phenomenal development since WWII but a disappoint ment for private aviation because of cost. I was flying autogyros as early as 1931, and one could jump off, land at zero speed , be driven home on the road, and put in the garage. It is an inherently safe aircraft that cannot stall. With a dead en gine I landed one in a cemetery without chipping a gravestone. It would have been a disaster in an airplane. I believe that the autogyro has more promise for ordinary people to fly than the fixed-wing airplane, especially the roadable type. The only one is now languishing in the Smithsonian Na tional Air and Space Museum. If large numbers of small private air craft are ever flying in the lower altitudes, uncontrolled, I think it may be a good idea to have collision avoidance systems that calculate the potential interferences and through the autopilots cause deviations to avoid conflict , in both heading and alti tude. Parachute safety systems have been developed for small aircraft, and I hope this development will continue for some of the larger aircraft. VINTAGE AIRPLANE

THE TINKERER'S TUG

Sometimes a project distraction can keep

you moving forward GARY CONTNER,

omebuilders and restorers recognize some of the words that other non-avia tion types use to describe them. Nuts. Goofy. Idiotic. Psychotic . Crazy. However, they seem to miss the most descriptive adjective of all. Tinkerer. Any restorer or home builder reading this knows exactly what I mean. Every aircraft project out there has at least one little in novation that has been agonized over, and over, and over. Maybe we use a little tinkering to distract our thoughts temporarily from the te dium of a long, drawn-out project, or perhaps our creativity can only be stifled so long before another idea begs for a little attention. Re gardless of the reason we tinker, every now and then a good idea is given life. Pictured here is a tug that I built to ease the process of getting my aircraft in and out of the hangar (photo 1) . Notice that the tug is built in the form of an attachment for a Steiner four-wheel drive trac tor. Most of you are probably not familiar with Steiner and its equip ment, but its tractors have two distinctive characteristics that blend well with this idea. First, Steiner tractors have a very con veni e nt method of attaching implements , and this tug can be removed from the tractor in liter ally 10 seconds (photo 2) . Then I just drive across the building and pick up the 60-inch mower deck without getting off th e seat. Sec ond, these tractors steer by pivoting in the middl e (articulated steerin g), which allows the left6

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2003

O.D.

right positioning of the tug on the tail whee l without any forward motion. This feature is t h e pri mary reason that this tug works so effortlessly. The tug is very simple and con sists of two arms (3-1/2 by 1-3/4 steel light wall tubing), which ex

tend forward approximately 3 feet. The left arm is welded to the basic frame, and the forward face of this arm is concave so that it can be driven u p against the rear face of the tailwh eel. The right arm pivots near the front of the tractor, al l ow i ng t h e forward e nd to be

opened toward the right. Opening is accomplished by pulling the ac tuating rod from the tractor seat, which causes a bell crank to pull the right arm open. At this point, the tractor is pulled forward until the left arm engages the rear edge of the tailwheel (photo 3). By then pushing the actuating rod for ward, the right arm pivots closed, which captures the wheel from the front and rear (photo 4). The wheel is then lifted using the hy draulic front lift on the tractor, and the plane can be effortlessly pushed or pulled. The right arm of the tug is ad justable for different tailwheel sizes by simply removing a wing nut on the forward wheel-holder and moving it to a different hole.

Mine is set up for my RV-4 and for my '56 Pacer. The Pacer has a Scott tailwheel that is larger in diameter and thicker than the RV's wheel. I made a removable shim to allow for this extra thickness (photos 5 and 6). I am certain that with a little creativity this setup could be adapted for nosewheel aircraft, even with wheelpants. I'll let other Master Tinkerers out there address that one. This whole con cept might work with other types of tractors, but I can't imagine how it could work any better than with the Steiner. If you are going to be in the market for a multiuse tractor/mower, this tug may be a reason to investigate Steiner equipment.

Allow me to finish with a word of caution to all of you tinkerers out there. A successful tinkering project really catches people's eyes, sometimes distracting them from other things. Quite a few people have been over to see my newly completed RV-4 "casual obsession" (my ultimate pride and joy), and when I've used the tug to push it out into the sun light, I keep hearing, "Wow, that tug is so cool ... let me look at that ... can I drive it? Oh yeah, your airplane's pretty nice, too. " Anyone is welcome to come see this tug. E-mail me at eyedo c@iogan.n et, and I will be glad to send you the lat-Ion co ordinates for my airstrip in west-central Ohio. ...... VINTAGE AIRPLANE

he old white and blue Tay足 lorcraft speaks to me in its preflight. The tailwheel rope is soft and wet from the dewy grass; I kneel to untie it, and my knee is soaked and cold. I run my fingers over the supple fabric of the elevator, then grab the steel tube trailing edge and nudge it up; it flops with ease. I untie each wing, peek up inside the aileron hinges, grab the wingtip, and give the whole plane a shake. I pull out the chocks; the tires are firm and round. I undo the Dzus fittings and lift the cowl; there are no bird nests inside. The oil is black as mud but okay; the gas is crystal-clear in the glass-bottle tester. My cold fingers fumble with the Zeus fittings and the screwdriver,

JANUARY 2003

and I pound a little on the sheet metal cowl to line up the holes. With a click, they are secure again. The sun is getting higher now, warm against my cheek and stirring the still dawn air. The tangy scent of freshly cut grass floats around the place, mingles with a little gasoline, and tickles my nose. A soft breeze ruffles the trees on the edge of the sod runway in front of us, and the windsock lazily lifts its orange finger atop the pole. My instructor un足 latches his door, places his foot on the step, and hoists his 82-year-old frame into the cockpit with the grace of a cat. "You ready for this cross足 wind, Kate?" he asks. My shoe is wet from the dew and slips off the rounded step. I grab

the wing strut and stuff my back side in through the angled door on the left side of the cockpit, hoping this is the most awkward moment I will suffer through during today's lesson. The aircraft's a 1946 model with a narrow 1941 door. Maybe pi足 lots were smaller in 1941. "Guess we'll find out, won't we?" I think after pulling in my feet, settling into the seat cushions and latching my belt. I pull the door shut and wrestle with the latch; I don't know why I bother; it usually pops open in flight anyway. Our friend Don is hovering around the front of the plane, his big hands poised near the shiny metal prop. I push in the red knob below the dash to turn the gas on.

"Pull'er through a few times, Don," calls Armond from beside me. "Switch off?" asks Don. I look at the key. "Switch off." "Brakes?" asks Don. My heels find the round brake buttons below the rudder pedals. "Brakes!" With a series of shoves he pushes the propeller down one, two, then three strokes. The magnetos pop each time the engine turns over ... Clink-clink. Clink-clink. "Okay," says Armond as he pushes the brass primer a couple times, pulls the throttle knob closed, and then cracks it open a little. I turn the key from "OFF," through "L" and "R," to BOTH." My heels are still planted on the brakes, and my

calves are beginning to twitch. "Okay, she's hot!" calls Armond . "Brakes?" "Brakes!" With one mighty swish, Don pulls the propeller down, the mag netos clink, and with a puff, the stiff Continental awakens. Don jumps off to the side, his white hair blow ing, and gives me a good-luck wink. He knows I need it. The old girl is still sleepy. She sputters a little, so Armond gives her another shot of primer and tugs at the carb heat knob. The scent of old grease swirls through the cockpit . The oil pressure gauge slowly comes alive. I think the temperature needle is moving a little ... no, maybe not. The gauges on the simple panel have an almost beautiful patina; I'm sure they'd polish up nicely, but then their character would disappear. Armond clicks a long fingernail against the temperature gauge. "It's gotta get up to 75 degrees, see." He turns the altimeter knob so it reads 700 feet. I can relax my feet from the brakes; there isn't enough power yet to move the wheels out of the soft hollows they sit in. We sit there a few minutes, the engine's lifters and magnetos clicking, still protest ing the cold. There is no dialogue between us; the dew is gone off the windshield now, and the sock is looking a little stiffer. He adjusts his hearing aid. "Okay, Katie, give her some throt tle and taxi over to the runway." I obey, cracking the knob a little at first, then more, until the plane is summoned out of its resting place. Once it starts moving I can back off the throttle ... the aircraft bounces and wiggles along the grass taxiway. I hear noises as the wings waggle; it's the windshield, the fabric, the fit tings and cables. I watch the wingtip as it walks past the corner of the hangar at the end of the runway, and then I stop. There isn't much to the checklist-hold the brakes, ease the power to 1500 rpm, turn the key to check each magneto; my heel slips and the plane lurches to the

right a little. Pull the carb heat again and see if the rpm needle moves. My calves ache again; pull the throttle back to idle and relax them. Move the ailerons, then the elevator; even though I can't see it move, it feels okay. The sun is bright and hot on my face. My hands are a little slip pery on the wheel. The oil temperature gauge reads 75 degrees. "I think we can go now," says Ar mond. I nod, give her power, gingerly press the right rudder pedal, and motor up the embankment to the sad runway. The plane feels like it's tipping over, but I know it won't. I nudge the tail around and point the nose down the runway. I can't see the horizon over the cowl, but I know it's there. A knot grows in the small of my back. I look at Armond. "Give it a try. Turn the wheel into the wind a little." His wrinkled hand lifts the wheel a bit to the left. I grip my wheel a little tighter and wipe the sweat from my other palm. Take a breath and slowly push the throt tle to the stops. The old Continental roars. The grass starts rolling be neath my window. My neck stretches as I try to peek over the cowl. I hold the wheel tight to the panel until my arm hurts, and when the tail is up and I can see the trees at the end of the runway, I sit back down in my seat and begin to relax. The barrels marking the runway edges speed past the window, and I press my toe a little against the rud der to keep her straight. The plane begins to skip; she wants to fly! Gen tly I pull back the yoke, and with one last bounce, the wheels rise from the turf. The nose turns so slightly into the wind. Wings level, airspeed 65, and climb! The trees reach for our wheels, but fall harm lessly beneath us. I follow the railroad tracks until the altimeter says 1200, then I turn left, staying in the pattern. The knot in my back is gone. Steady and strong beats the engine as we lazily find some alti tude in the criSp morning air. The airplane tells me she's ready ... I guess I am, too. ....... VINTAGE AIRPLANE

PASS

IT TO BUCK

BY E.E. "BUCK" HILBERT, EAA #21 VAA #5

P.O. Box 424, UNION, IL 60180

Forced landing

Have you ever had a forced land ing? Was it a piece of cake or a luck-out? In all my flying of old airplanes, now considered antiques, I've had five. I was lucky; I didn't even scratch anything. I could chalk it up to the way I learned to fly, but the fact is, in all of the five I was in a position to put it down safely, with a little luck, and not hurt my self, the airplane, or any persons or property. The forced landing I wrote about a while back, "Landing a Stearman in the Desert," was the only one while in the service. The other four were all incidents, as no damage resulted. Let's go back to 1938 when I was first introduced to the won derful world of airplane flying. We had a great variety of engines in those days. There were still some of the old Curtiss OX-5s fly ing, some J-5 Wright Whirlwinds, a couple of LeBlonds, and a Warner. I also remember one Gypsy-powered Travel Air. Then there were the 50-hp Lycomings, the 40-hp Continentals, the really new 65 Continentals and Ly comings, and even a 75-hp geared Lycoming followed by the Conti nental 80. About that time Franklin came out with a 90 to supplement their line of four cylinder horizontally opposed 50s and 65s. Nobody trusted those engines! For the pilots of that era, it was their background and training that emphasized flying from one forced landing field to another. You al ways had a place to land in your 10

JANUARY

2003

mind when you we re out of the pattern. You found yourself sizing up each and every fi eld that looked suitable for a landing, and plan ning in your mind how you'd set up a base leg and get down.

I marvel at how

the old-timers

managed to go

cross-country

and make it

when I was taught

that you never

could trust that

engine ...

For many of the early years, the engines held back the develop ment of the airplanes. Engines were just not reliable, and flying was, as I said, from one forced landing field to another. I marvel at how the old-timers managed to go cross-country and make it when I was taught that you never could trust that engine and you'd better be spring loaded for disas ter all the time. Back in the '20s, Ed Heath, in his Heath Feather, took three friends in an OX-powered biplane. They flew from Chicago to St. Louis, en tered and won a race, and then flew home again. Now that was an ac

complishment unheard of. But let's review how the training went back in those days. First on the list was, "Fly the plane!" Practice of the four funda mentals (Climb, Turn, Straight and Level, and Glide) was really em phasized, and flying using the attitude system was the norm. Since all we had were taildraggers, the landing attitude and the climb attitude were always about the same: the three-point landing atti tude. Climb was with full throttle, and IS-degree banks were used for climbing turns. The glide was with the wing flat to the horizon and maybe just a little down. And turns were either 30 degrees or forty-five degrees in reference to the horizon. The rectangle pattern, S-turns across the road, and eights around were all ground reference maneuvers designed to get your head out of the cockpit and make you fly an intended pattern across the ground. Instrument flying wasn't even in the picture. That kind of flying was sometime in the future after you learned to fly. On takeoff it was always drummed into the student to land straight ahead. A 45 left or right, and even a 90 to avoid obstacles, was considered okay. Trying to make it back to the field was sure

death. If you were headed for an obstacle you couldn't avoid, it was impressed on you to take it on the wings. If the obstacle was trees, you went between them and let the wings soak up the energy-and tried to keep from having the en gine for lunch. This was gospel for any forced landing. Now you Navy guys keep your cool; we flatlanders were nowhere near water, so we had a much dif ferent outlook than the Navy. Whenever Navy pilots had a prob lem they headed for water. On the other hand, we landlubbers went for the terra firma. "The more firma the less terror," was the saying. Again, the training was "know your airplane" and "fly the air plane." Get the nose down, establish a glide, and then look for a solution to your problem. Fuel? Switch? Carb heat. Gauges. Do what you could to assess the prob lem, but don't forget, you have got to land. All approaches in those days were I80-degree side approaches, power off. In some cases a 90-de gree side approach, power off. All were to a precision spot. That was no big problem. We always were within glide distance of the place of intended landing, and since we practiced the ground reference ma neuvers, we knew where our key pOint was. From that point we could and would make the spot. All landings were from that key position. If you were" ginning along" (an old railroad engineer term) at 2,000 feet or 5,000 feet or 600 feet, you strove to set up a base leg and get to the key position to accomplish a power-off landing. Looking back, if we were at an altitude way above pattern alti tude, the choice was to spiral down upwind of the field we'd picked until we were at pattern altitude, and then to fly the normal power off side approach to a landing. If we were already at pattern al titude and downwind, all that was needed was a field either right or

left of our position for an entry onto a base leg and a landing. If we were lower than that and crosswind, then we were already on a base. There was only one thing to do-land the airplane. With as many variables as there are in flying an airplane, keeping some of the basics in mind helps. Being aware of the wind di rection is a must. Knowing the feel of your airplane in a normal power-off glide is another. Know ing how to make a ground track is

essential. Forget the electronic gadgets in the cockpit. You are about to be the very first at the scene of an accident if you blow it, so make it an inci dent. Fly your airplane, put it where you want to put it, and worry about the paperwork, the reporting, the radios, and what other people think after you get it on the ground.

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VINTAGE AIRPLANE

Communication

DOUG STEWART

NAFI MASTER INSTRUCTOR

In cooperation with NAFI, the National Association ofFlight Instructors, a new column is be ing added to Vintage Airplane. Please welcome Doug Stewart, a NAFI Master Instructor who flies out of Great Barrington, Massa chusetts. Doug regularly instructs in a Piper PA-12 Super Cruiser, and has given more than 6,500 hours of dual instruction. -Editor perating out of a nontow ered airport, as I do, I get to hear all kinds of things over the UNICOM frequency. And from what I hear, one would think that CTAF stands for "can talk away for ever." Pilots from near and far seem eager to push the transmit switch and talk incessantly. But it seems as if very few spend any time listening before they talk. As you might tell, our subject is communication. In particular at non towered airports, or anywhere else that a common traffic advisory frequency (CTAF) might be used, such as in the New York VFR corri dor down the Hudson River or at an airport with a control tower when the tower is closed. Communication is defined in my dictionary as "the exchange of thoughts, messages, or the like as by speech, signals, or writing." Right now you are reading what I have written. And I encourage you to re spond in kind if we are to have true dialogue, or communication . It entails reception as well as trans mission. I am sure that we all understand this concept.

JANUARY

2003

Yet how often it is that we hear over the UNICOM frequency, "Hey, Podunk Airport, what's the active today?" Unfortunately, this has just been preceded by three pilots an nouncing a departure, a downwind, and a final for the runway in use. It kind of makes me understand how my wife feels when she says, "Doug, you ' re not listening." If all pilots would just monitor the CTAF for a few minutes prior to making their call, listening to the frequency would answer many questions, and free up somewhat what are often very crowded frequencies. So please, listen, before you talk. Another thing that I notice all too often is that many pilots iden tify themselves with nothing more than a tail number. In the towered environment this is essential. With out tail numbers , how else could ATC provide and maintain separa tion? But in nontowered airspace all I can think is that if I am close enough to you to read your tail number, then why have we not briefed each other on this forma tion flight? Or perhaps you're Chuck Yeager and can read tail numbers from a mile away. Know ing a tail number could help, but for the vast majority of us, knowing a tail number does nothing in help ing the "see and be seen" separation we need. What is much more helpful is to know the type of airplane, that is, Aeronca or Piper or Waco or tail dragger or Citation. Telling the color helps , too. This way I know what type of aircraft to look for, and that tells me if you will be moving faster or slower than I am. When giving position reports, be accurate. Better ye t , be accurate

three-dimensionally. When I hear pilots announce that they are "three out, inbound," I can't help but won der, "Out where? Out to lunch?" Remember that when tower con trollers ask you to report "three out," they already know from which direction you are approaching their airport. Here's what would be much more helpful as a position report to the CTAF of a non towered airport: "Podunk traffic, red and white Su per Cub, three to the west (be sure you are to the west of the airport and not vice versa) , inbound for landing, descending out of 3,500 feet, Podunk traffic." This way I know where you are three-dimen Sionally, and further more, I have a sense of how soon before you get to the traffic pattern. Remember, the whole purpose of common traffic advisories is to aid all pilots in the effective practice of "see and avoid" collision avoidance and separation. To this end it be hooves us all to be accurate in the reporting of our pOSition. On what are sometimes extremely congested frequencies it is important to be short, sharp, and simple. This is not the place to ramble on. Remember, too, that good radio procedures do not excuse us from using our eyes. What would the pilot of a NORDO J-3 Cub, flying the pattern perfectly, think if he or she could hear some long-winded pilot conclude a long communication with, "Any other traffic please advise"? Good, effective communication entails being precise and succinct. It also entails listening attentively. It is attention to these details that makes the difference between a good pilot and a great pilot. I hope you strive to be the latter! ......

Dick Weeden, Brodhead, Wisconsin

pile to call it a basket case, much less an airplane project. We don't talk about non-icon airplanes like Rear wins very often either. Enter Dick Weeden of Brodhead, Wisconsin, and his Rearwin Sportster. This is the kind of antique airplane project 14

JANUARY

2003

more people can relate to because it wasn't glued together with cash. It was fashioned from equal amounts of passion and determi nation with a few junk airplane parts thrown in to give it form. Dick Weeden came out of the Air Force in the mid-'SOs and im mediately put his mechanic experience to work on agricultural equipment. Manure spreaders among other things. Not very glam orous, but his skill as a tool and die maker put beans on the table. Then it was on to a long career making electric brakes and clutches for a wide variety of applications. But avi ation was never far away. "As a teenager, I was the airport

kid. As a line boy, I worked for five dollars a week and one hour of dual in a Cub, but most of the time the airplanes were too busy, so I didn't get a lot of flying done at the time. "I was a determined kid, how ever. It was eight miles each way, and I'd faithfully pedal my bicycle out there just so I could work around airplanes. It made me feel as if I was part of aviation, and that never went away." Shortly after coming out of the Air Force, family and career took over his life and aviation slid to the fringes. "I had gotten my A&P under the G.I. Bill, more to use up the money than anything else, but my flying was held back by things like food

The 70 hp LeBlond motor is pretty rare, but a round engine was top of Dick 's list in desirable features for the airplane he wanted to restore.

There was exactly one air plane based there." He went to work for Bill Knight at Knight Manufac turing, and it was pure happenstance that Knight and Kent joranlein were rebuilding a Taylorcraft. That was one of the ways Dick got back into avia tion; he became the A&P mechanic on the project. "By the early 1970s in terest in sport aviation began to rebuild in the area, so I helped form Chapter 431 and served as its first president." As Dick describes it, he had always been into vin tage airplanes-except that when he was first turned on to them, they weren't "vintage," they were just "used." The interior of the Rearwin shows the same pride "I started out with the of workmanship Dick put into the exterior work. little tailwheel airplanes and stayed with them . and shoes. It was 1976 before I fi Then, one day I looked around and nally got my private certificate." realized I was a vintage airplane guy By the time Dick got his certifi and didn't even realize it. I hadn't cate, he had been living in Brod changed, but the world sure had." head for a few years. Today Brod As he got back into aviation, he head is known as a sport/vintage decided he wanted a true antique aircraft haven , but it hasn't always airplane, something made in the 1930s, because he still saw most of been that way. "When I moved up there in '69 the postwar airplanes of his youth as it was a dead airport. Totally dead. used airplanes. Dick Weeden is thrilled to aviate in the Sportster, which he says is flying today thanks to the help given to him by over 20 friends.

VINTAGE AIRPLAN E

"I didn't start out looking for a Rearwin, but I knew I wanted a round motor. Also, there were some financial constraints, so I knew I couldn't handle the bigger round motor airplanes." He found a really tired Rearwin Sportster with a very usable 70 hp LeBlond and along with partner Bud Lebarre parted with $1,500 for it. "We bought it from Vi Kapler, who was an associate of Bernie Pietenpol," Dick recalled. "I later bought out Bud's half. He was build ing a Hatz and already had a Luscombe and felt he didn't need three airplanes." "The Rearwin was a pile of parts in a hangar on Pietenpol field, and there was a much better Funk in there with it. The Funk was more complete, but it had a flat motor, so I wasn't interested." He promptly mounted the LeBlond on the Pietenpol he, Ted Davis and Francis Saunders had built during the mid-'80s. liThe book TBO on a LeBlond is 200 hours, but I had 300 on it when the crankshaft finally broke. The early two-bearing LeBlonds had this nasty habit. liThe Rearwin had flipped on its back during a landing in a farmer's field. And when I found it, it had 16

JANUARY

2003

only one wing, and t hat was only good for patterns, although the fit tings for both wings were there. The tail and landing gear were included, but they were really rusty, and the fuselage had buckshot dents in vari ous places. liThe good news was that the air plane was cheap. The bad news was that the airplane had no paperwork." The lack of paperwork put him on a detective trail to try and gener ate a legal pedigree that the FAA would recognize and would allow him to certificate the airplane, when finished. "I had the N number, so I ran backwards with it and found the last registration had been to three brothers named Andrews in Bay City, Wisconsin, sometime in the late 1950s. I called every Andrews in the book, eventually finding one of the brothers, who was the only one still alive. "He barely remembered owning the airplane, and when I asked him if he'd sell it to me, I'm not certain he understood how he could sell something he didn't have. Finally, I got him to sign a bill of sale, and that made the airplane officially mine and officially legal." When he started working on the airplane, none of its condition sur

prised him, but it was obvious he was going to need more than just a little patching up. liAs you'd expect the rear longerons were in bad shape, and the buckshot had made a mess out of parts of it. The firewall station tubing wasn't rusted through, but it didn't look very good, so it had to go, too. By the time I was done I'd replaced a good portion of the fuselage tubing one piece at a time. Ted Davis did the welding for me." The years take their toll on any airplane, but when it has been damaged and the remains shift from owner to owner, pieces in evitably earn far more than their

Light Sport Aircraft

Sport Pilot/Light-Sport Aircraft at a Glance

What's the Status of the Rule? EM stresses importance of sport pilot rule to new administrator

Just heard about the sport pilot proposal? Here's a quick review of what the pro n October, FAA advised EAA that it was nearing completion of the sport posed rule offers. First, the proposal would p ilot fin al rul e an d an ticipated t ran sferring it to the Depart ment of establish a new pilot rating to be called Transportation (DOT) by the end of 2002. DOT will h ave 90 days to "sport pilot," which would allow such pi complete its review. Following DOT approval, the rule will go to the Office lots to operate in day, VFR (visual flight of Management and Budget (OM B). Like DOT, OMB will h ave 90 days to rules) conditions flying lightweight air complete its review. Previously, DOT and OMB h ad 60-day review periods; craft. This will make access to flying eas ier for the following reasons: that timefram e h as been extended because of increased workloads related 1. New pilots seeking asport pilot certificate to security issues. FAA will be providing briefin gs to DOT an d OMB in the will be able to learn how to fly powered hope of reducing the length of th ose review periods. aircraft (fixed-wing airplanes, weight-shift By Congressional mandate, FAA must fina lize this rule no later than 16 trikes, powered parachutes, gyroplanes, month s after th e closin g of t h e comm ent pe riod for the notice of pro or airships) in as little as 20 hours of flight posed rulemaking (NPRM). For the sport pilot rule, th e 16-month deadline instruction, or 10 hours for unpowered ends in September 2003. Whil e fin alizing the rule, th e FAA sport pilot gliders, saving both time and money. All team is also actively developing many of the support materials that will be time logged as asport pilot can be applied necessary for the implementation of the rule. toward higher ratings. On October 21, EAA Executive Vice President Bob Warner met with new 2. Sport pilots will be able to use a valid dri FAA Administrator Ma rio n Blakey. During that m eeting Warner under ver's license as their medical certification, scored the sign ificance of the sport pilot/light-sport aircraft (SP/LSA) regu eliminating the expense required to pass latory package and the importan ce of FAA completing the "fin al stretch " an FAA medical exam. of its multi-year investment in this effort. In addition, EAA continues to 3. Private pilots or higher can fly any light stress the importance of this rulemaking proj ect to the DOT. sport aircraft in the categories and classes for which they are rated, creating more op portunities for them to own or rent aircraft. " - - - - - - - - - - - - - - - - - - - - - - - - - - - - . 4. Private pilots or higher may also choose two-place, single engine (nonturbine), unpres 2,754 comments, many of which suggested .to exercise the privileges of a sport pilot surized aircraft that has: changes to these parameters. FAA has stated . 'and operate any sport-pilot eligible air 1. A maximum gross takeoff weight of 1,232 that many of those comments demonstrated craft in the categories or classes in which pounds or less, or 660 pounds if a lighter valid concerns and has indicated that some they are rated using their valid driver's li than-air aircraft. changes will be made as aresult of those puir cense or third-class medical as their med 2. A maximum stall speed in the landing con lic comments. However, those changes will ical certification. figuration of 44 mph or less. not be known until the final rule is issued. 5. Less expensive ready-to-fly aircraft than 3. A maximum stall speed without the use of Sport-pilot eligible aircraft may be certificated those currently offered in the certificated lift-enhancement devices of 51 mph or less. as an experimental amateur-built aircraft, apri market will be available. Aircraft kits of any 4. A maximum speed in level flight at maxi mary category aircraft, or astandard category percentage of completion will be available mum continuous power of 132 mph. aircraft. In addition, sport pilots may operate in the proposed experimental light-sport air 5. Afixed-pitch or ground-adjustable propeller. aircraft that will be certificated in the proposed craft category. 6. A fixed landing gear, except in the case of new experimental light-sport aircraft and spa In the sport pilot notice of proposed rulemak seaplanes, which may have repositionable ciallight-sport aircraft categories. ing (NPRM) that was published in January landing gear. More details about the SP/lSA proposal 2002, FAA proposed that a pilot exercising During the comment period for this NPRM, can be found on EAA's sport pilot website, the privileges of a sport pilot could fly any which closed in ear1y May, the FAA received www.sportpi/ot.org.

www.sportpilot.org

Consensus Standards Development Progressing

EAA has a leading role AA's proposal to use industry consensus standards as the method of certification for the proposed light-sport aircraft (LSA) category as opposed to type certification is a new approach, and a challenging one for both the industry and FAA. Essentially, a volun tary consensus standards committee must develop the standards for light-sport aircraft before any new special light-sport aircraft can be designed, built, or sold. Sport pilots can fly existing aircraft in the experimen tal amateur-built, primary, and standard categories that meet the operating characteristics outlined in the sport pilot proposal. Other aircraft that would appear to meet Left, Earl Lawrence, EM vice president of government the proposed requirements for LSA must comply with and industry relations, and Dan Schultz, ASTM manager the consensus standards before they can be sold as for the Light-Sport Aircraft Committee, confer at meet such. The consensus standards must encompass the fol ings during EAA AirVenture Oshkosh 2002. lowing issues: 1) Design and performance criteria, By late October, several consensus standards docu 2) Quality assurance requirements, ments were re leased for balloting within the LSA com 3) Production acceptance, and mittee. The powered parachute subcommittee released 4) Continued operational safety/airworthiness moni the drafts of the quality assurance and the continuing toring. airworthiness standards, while work continues on a A voluntary consensus standards committee was es draft of the design and performance standard for pow tablished under the guidance of the American Society ered parachutes. The fixed-wing aircraft subcommittee for Testing and Materials (ASTM) in April of this year. released the draft of the design and performance stan Subcommittees were created representing fixed-wing, da rd, and the cross-cutting issues subcommittee re weight-shift, powered parachutes, gyroplanes, leased the engine design specifications. sailplanes, and lighter-than-air aircraft, as well as cross Following ASTM protocol, once a subcommittee cutting issues that affect all segments. completes a draft document, that document is balloted The subcommittees met during EAA AirVenture and open for review by all members of the LSA commit Oshkosh 2002 with ASTM LSA project manager Dan tee. Committee members then vote to accept the draft Schultz. In September, the LSA committee gathered at document or offer their suggestions for revision. This ASTM's headquarters in West Conshohocken, Pennsyl ballot/review process continues until all members of the vania. At that meeting the LSA Executive Subcommittee LSA committee accept the document as an acceptable was established, including: standard. Once accepted by that committee, the stan dards are balloted to the ASTM in general. • Earl Lawrence, EAA, chairman Upon confirmation that all documents have been ap • Eric Tucker, Kodiak Research, vice-chairman • Larry Burke, LAMA (Light Aircraft Manufacturers proved via ASTM protocol, the consensus standards will Association), recording secretary be delivered to FAA for review and publication as the of ficial certification standard for light-sport aircraft. • Phil Lockwood, Lockwood Aviation Supply, mem For more information about the consensus standards bership secretary development, visit the ASTM website, www.astm.org; • Scott Sedgwick, FAA, member at-large click on Technical Committees, and then select F37 • Tom Gunnarson, USUA, member at-large Light-Sport Aircraft. • Andy Werking, AOPA, member at-large

Toll-Free Sport Pilot Hot Line Number EAA has established a special sport pilot information hot line. If you have questions about the sport pilot certificate, experimental or special light-sport aircraft, or the new repairman ratings, please call B77/359-'I232 or B77/FLV-'I232 When you call the above number, you'll be connected with a member of EAA's Aviation Information Services Office. 2

December 2002

vvvvvv.sportpilot.org

EAA Plays Key Role In

Preparing for the Rule

Clarifying the Confusion EAA Explain s the Sport Pilot Rule

Test standards, designated pilot exam iners, and designated airworthiness representatives being established

When the sport pilot/light- sport air craft (SP/LSA) rule becomes effective, many piec es of the pilot/aircraft puzzle need to be in place before enthusiasts can take advantage of the benefits the rule of fers. FAA is currently developing an advi sory ci rcular (AC) that will det ail the process for transitioning oneself to a sport pilot certificate as well as the process for transitioning ultralights for which the reg istration status must change. That AC is scheduled to be released in conjunction with the SP/LSA rule. In cooperation with EAA and other in dustry leaders, FAA is also developing the practical test standards (PTS) and knowl edge tests that sport pilots and sport pilot instructors will be required to pass. In October, Earl Lawrence, EAA vice president government and industry rela tions, and Timm Bogenhagen, EAA ultralight and sport pilot programs manager, along with Sean Elliot, president of the National Association of Flight Instructors (NAFI)-an EAA affiliate organization-participated in an FAA meeting to review the draft PTS and knowledge test documents. The associations and FAA representa tives also discussed the establishment of designated pilot examiners and other tran sitioning issues for pilots and aircraft. Re cent changes to FAA's designated airwor th iness representative (DAR) program-specifically the addition of ama teur-built (AB) OARs- will help with the transition of aircraft previously flown as ul tralights or ultralight trainers to experimen tal light-sport aircraft certification. vvvvvv.sportpilot. org

As EAA staff members traveled around the country this year discussing the proposed sport pilot/light-sport aircraft rule changes with members and enthusiasts, it's become apparent that there's a lot of confusion about the rule and its practical use. That's not surprising. This is a comprehensive rule. In fact, it is essentially three rules in one package, including: 1. New sport pilot ratings, including student pilot, pilot, and instructor ratings. 2. A new aircraft category-light-sport aircraft-with two levels of certifi cation: special light-sport aircraft and experimental light-sport aircraft. 3. Two new airman maintenance ratings tied specifically to the new light sport aircraft category-a repairman certificate with maintenance privileges for the special light-sport aircraft category and a repairmen certificate with inspection privileges for the experimental light-sport aircraft category. It's important to keep in mind that the proposed rules that apply to a sport pilot do not necessarily apply to private pilots or higher who fly ei ther of the two new categories of light-sport aircraft, and vice versa. For ex ample, a sport pilot may fly any aircraft that meets the definition of a light sport aircraft, but the aircraft does not need to be certificated as a light-sport aircraft. In other words, a sport pilot may fly an aircraft certifi cated as: 1. A special light-sport aircraft or an experimental light-sport aircraft, or 2. An experimental amateur-built aircraft (note the aircraft's certification does not change, nor do its operating limitations or its maintenance re quirements), or 3. A primary category aircraft-Quicksilver GT-SOO or RANS S-7C, or 4. A standard category (type-certificated) aircraft (note again, the air craft's certification and maintenance requirements do not change). Likewise, the pilot of an aircraft that is certificated in the light-sport air craft category does not have to be a sport pilot. A certificated pilot with any rating can fly an experimental or light-sport aircraft as outlined in that air craft's operating limitations. Specifically, the holder of a private pilot certifi cate, or h igher, may elect to fly either a special light-sport aircraft or an ex peri mental light-sport aircraf . This pilot would only need to meet the category/class requirements of his/her individual private pilot's certificate. With regard to maintenance and inspection issues, the two new repair man certificates for light-sport aircraft do not affect any preventive mainte nance, maintenance, or inspection requirements for the experimental ama teur-built, primary, or standard category aircraft that sport pilots may fly. However, owners of special or experimental LSA will be reqUired to maintain their aircraft in accordance with the proposed maintenance guidelines. A repairman certificate with a maintenance rating will be re quired for maintaining and inspecting special LSA. To obtain this rating, an individual must attend and meet all requirements of an 80-hour mainte nance course. A repairman certificate with an inspection rating will be needed to per form inspections on experimental LSA. To obtain this rating, an individual must attend and meet all the requirements of a 16-hour inspection course. The owner can do routine preventive maintenance. In the accompanying charts, we've attempted to visually clarify the pilot requirements and operation, maintenance, and certification requirements as associated with the SP/LSA proposal. 3

Pilot Rating Private

Recreational

Sport

Ultralight (FAR Part 103 Legal)

Minimum medical required when exercising this category of pilot privileges

3rd class

Valid U.S. driver's license

None

Minimum hours required to o btain rating

n one

Hy aircraft with no horse power limitation, no seating limitation, VFR &: !FR, with appropriate type rating

yes

H y aircraft of 180 hp or less, 4 seats or less

yes

Hy aircraft that meet defini tion of a light-sport aircraft

yes

Hy a t nig ht-in properly equi pped aircraft

yes

yes, with CFI endorsem ent

H ight hours logged applica ble to higher rating

yes

Passenger limit

No limit

One

No passen ger carrying all owed

Category

I.egal Uses

Mi .. imum ItClti ..g Needed to Mai .. tai..

A ....ual Conditio.. ".sl,eelion Uy

1·. xaml,les

Certification AI'I,roved Uy

Standard Category

Personal, Charter,

Rental, Air Taxi,

Flight Instruction

A&P

Some Piper Cub Taylorcraft, o r Aeronca Champ

FAR Part 23

Primary Category

Person al,

Rental,

Flight Instruction

A&P

RANS S-7, or GT-SOO

Equivalence with JAR-VLA & other accepted standards

Experimental Personal, including

A m a t e urprinlary and

Built transition t raining

Owne r

Holder of repairman certifica te for this particular a ircraft, or A&P

Sonex Zenith 601, 701 RANS, KitFox Kolb, etc.

FAA inspector or DAR. Operating limi tations define use of aircraft.

Sp ecial Lig ht-Sport Airc raft

Not yet designated Repairman Repainnan w/mainten ance rating, w/main ten ance rating orA&P

Personal,

Ren tal,

Flight Instruction

Exp erbnental Personal, including

Kit primary training

Li g ht -Spo rt

Ultralig ht

Person al

Must meet ASTM LightSport Aircraft Design and Quality Standard

Ow n er

Owner who holds repairman inspection ra ti ng, or Repairman w/main tenance rating, o r A&P

Not yet designated

FAA inspector or DAR. Note: Kit mfr. must show comp liance with consensus standard.

Owner

Non e required

Various fixed-Wing aircraft, powered p arachutes, and trikes

None

For complete information about the proposed sport pilot rules, visit EAA's sport pilot website

www.sportpilot.org. To join EAA and support the association's efforts in promoting these rule changes, call 1-800-JOIN-EAA, or visit EAA's website-www.eaa.org. 4

December 2002

www.sportpilot.org

share of nicks and dings. "The sheet metal wasn't in much better shape than the tubing. The door metal was okay, and I was able to save two window frames, but that was about it. Plus, I was able to get a speed ring off a parts airplane." When a lot of people look at the airplane they automatically assume the biggest parts hassle was with the engine, but according to Dick that's not the case. liThe tires are a really odd size: 18 by 8 by 3. They are totally extinct, and I only have two more, so I do my best not to land on pavement. I can use 800 by 4s with adapters, but they just don't look right. It's a sub tle difference, but it's noticeable. To me anyway." "Using the one wing as a pattern, I built an entirely new set using the original fittings, which took nearly two years. When they were fin ished, I had them hanging on the garage wall in front of my wife's car, and I'd tell her 'If you run into them, I'll call a divorce attorney.' We got a new car, and I worried about her hitting them, then, you guessed it-I ran into them. ge them too badly, but it set me back a while and made me feel like an idiot." And then there was the engine. The LeBlond was never a popular engine, so a limited number were produced, which makes engines and/or parts an ongoing headache. "This engine came out of a parts airplane that Tom Brown had pointed me to. It had been in a garage fire, which destroyed the wings, plus the cabane had been cut off. The engine didn't look very good, but, when we got it apart, it surprised us by not being too bad. liThe engine has a lot of basic weak points with the valve springs

and valves being first on the list. In fact, LeBlond owners don't greet each other by saying hello; they say, 'Got any valves springs?' The LeBlond uses 'volute' springs that aren't too far removed from safety pins and break constantly. I solved that problem by going to 0-200 springs and valves as developed by Al Barbuto. There are a lot of minor mechanical changes that I couldn't have made if it hadn't been for the help of my local FAA FSDO guy, Tim Anderson. He was super helpful. "Rings are another problem, but a nice lady at Hastings helped me out. I gave her the bore and di mensions, and she shipped me a set of rings that were perfect." For as old as it is, the Le Blond has a few surprisingly sophisti cated details, including the fact that it uses ball bearings almost everywhere. "Thank goodness I had plenty of spare bearings so that never was a problem." The magnetos on the old oil burner are Scintilla SB5s that would make your local maintenance shop laugh out loud, if you brought them in . Dick, however, knew exactly where to go for that kind of expert ise-Lowell White in Mesa, Arizona. To White the SB5 was just another magneto in severe need of TLC. "To rebuild the carb, I got a hold of everyone who might have even the smallest part for sale or trade, but the Antique Airplane Associa tion came through with lots of good carburetor stuff off a parts en gine they had. The prop hub came off the parts airplane." "When I covered the airplane, I used the Poly-Fiber system through silver, then switched over to Ran dolph dope. The first color to go on was the Sandalwood trim, followed by the Boston Maroon trim, and then the Tennessee Red main color. The colors and the scheme are what the factory used as indicated by Rearwin brochures and Bill Wright's Rearwin book. "To be absolutely original, I should

have stayed with the tail skid, but I'd had a bad experience with a skid on my Pietenpol-I ground looped and hit a car. However, the tailwheel was a Rearwin option, so I don't feel too bad about it. "The brakes are multi-disk affairs not unlike bicycle brakes, and they work just right. They are cable oper ated via heel pedals, but you only need them for ground handling in tight places. The pulleys for the ca ble were an odd size, and I couldn't find any, so I turned them up out of quarter-inch Formica and put bronze bushings in them for the bolts to ride on. "I'm especially pleased with the way the windshield turned out. The frames were completely missing, so we had nothing for a pattern. I got as many pictures as I could of the right time period and scaled the pat terns off the photos. It's a three-piece windshield and takes a lot of fram ing to hold it all in place." The airplane flew for the first time July 7, 2002, and the goal was to get it to Oshkosh a few weeks later. However, because the engine has some experimental parts, the FAA made Dick fly 25 hours in the local area, which meant he was a busy little pilot for the weeks just prior to Oshkosh 2002. Dick is quick to give credit to his many friends on the airport at Brod head, as well as a host of others. "A lot of guys helped with this-Matt Smith, Dennis Hall, Lee Stenson, Bill Weber and my son, Mike an ex-KC 135 driver. As you can imagine, there was no shortage of volunteer pilots." The prop is a Sensenich 78 by 50, which lets the engine turn up 1750 rpm static. The red line is 1950 rpm, and Dick says it cruises at 1600-1650 rpm and about 80-85 mph. So now Dick Weeden has his round motor, antique airplane. More than that, he has an award winner, and when standing by the nose an swering questions he can proudly say, "I did it myself, with a lot of help from my friends." Not many folks can make that claim. ....... VINTAGE AIRPLANE

Cessna 150/152 Club

International Aeronca Association Buzz WAGNER Box 3, 401 1ST STREET, E CLARK, SD 57225 PHONE:605-532-3862 FAX: 605-532-1305 $20IYR; QUARTERLY NEWSLETTER

Fearless Aeronca Aviators JOHN RODKEY 280 BIG SUR DRIVE GOLETA, CA 93117 PHONE: 805-968-1274 FAX: 805-565-7280 AERONCA@WESTMONT.EDU http://aeronca.westmont.edu CONTRIBUTIONS ELECTRONIC NEWSLETTER

National Aeronca Association JIM THOMPSON 806 LOCKPORT RD, P.O. Box 2219 TERRE HAUTE, IN 47802-0219 PHONE: 812-232-1491 www.aeroncapilots.com DUES: $251YR US; $351YR CANADA;$45/YR FOREIGN MAGAZINE: 41YR.

Beech 134 Association CHARLES NOGLE P.O. Box 925 CHAMPAIGN,IL 61824-0925 PHONE: 217-356-3063

Twin Beech 18 Society STAGGERWING MUSEUM FOUNDATION, INC. P.O. BOx 550 TULLAHOMA, TN 37388 PHONE: 931-455-1974 STAGGERWING@MIDTNN.NET www.staggerwing.com $40IYR; 4 NEWSLETTERSIYR

World Beechcraft Society WILLIAM J. ROBINSON 500 SE EVERETT MALL WAY, STE A7 EVERETT, WA 98208-8111 PHONE: 800-345-9066 FAX: 425-355-6173 bill@worldbeechcraft.com WWW.WORLDBEECHCRAFT.COM DUES: $301YR

Bellanca Champion Club ROBERT SZEGO P.O. Box 100 COXSACKIE, NY 12051-0100 PHONE: 518-731-6800 szegor@bellanca-championclub.com WWW.BELLANCA-CHAMPIONCLUB.COM $35IYR--$63/2 YRS;FOREIGN $41IYR--$68/2 YRS; QUARTERLY B-C CONTACT! 18

JANUARY 2003

American Bonanza Society NANCY JOHNSON, EXEC. DIR P.O. Box 12888 WICHITA, KS 67277 PHONE: 316-945-1700 FAX: 316-945-1710 bonanza2@bonanza.org www.bonanza.org $50IYR; MONTHLY MAGAZINE

Classic Bonanza Association PAUL WHITESELL 6355 STINSON STREET PLANO, TX 75093 PHONE: 972-380-5976 pwhitesell@commreps.com $161YR

Twin Bonanza Association RICHARD I. WARD 19684 LAKESHORE DRIVE THREE RIVERS, MI 49093 PHONE: 616-279-2540 OR 616-279-2535 FAX: 616-279-2540 forward@net-link.net www.twinbonanza.com $351YR US & CANADA;$45IYR FOREIGN, QUARTERLY NEWSLETTER

Bucker Club CHRIS G. ARVANITES 16204 ROSEMARIE LANE LOCKPORT, IL 60441 PHONE: 815-436-1011 FAX: 863-318-1231 NOV-APR bucker_cluborg@msn.com $22/YR US & CANADA; $27 FOREIGN 6 NEWSLETTERSIYR

National Bucker Jungmeister Club MRS. FRANK PRICE 300 ESTELLE RICE DRIVE MOODY, TX 76557 PHONE: 254-853-9067

ROYSON PARSONS P.O. Box 1917 ATASCADERO, CA 93423-1917 PHONE: 805-461-1958 FAX: 805-461-1035 membership@cessna150-152.com www.cessna150-152.com $301YR US, CANADA, MEXICO; $40 OTHERS; BI-MONTHLY NEWSLETTER

The International Cessna 170 Association VELVET FACKELDEY P.O. BOX 1667 LEBANON, MO 65536 PHONE: 417-532-4847 FAX: 417-532-4847 headquarters@cessna170.org www.cessna170.org $35/YR; FLY PAPER-MONTHLY; 170 NEWS QUARTERLY

Cessna 180/185 International Club (OWNERSHIP REQ) DAVE HAYDEN 21910 S GARDNER RD SPRING HILL, KS 66083 PHONE: 913-884-2187 FAX: 913-884-2167 $201YR

Cessna - Eastern 1901195 Assoc. CLIFF CRABS 25575 BUTTERNUT RIDGE ROAD NORTH OLMSTED, OH 44070 PHONE: 440-777-4025 ccrabs@aol.com or classic195@aol.com $15 INITIAL, THEN AS REQUIRED APPROX 4 NEWSLETTERSIYR

Cessna 195 International Club DWIGHT M. EWING P.O. Box 737 MERCED, CA 95344 PHONE: 209-722-6283 FAX: 209-722-5124 ewingdm@pacbell.net www.cessna195.org DUES $25/YR NEWSLETTER: QUARTERLY

Cessna Ainnaster Club International Cessna 120/140 Association DOUG CORRIGAN 604 SHERIDAN DRIVE LOVES PARK, IL 61111 PHONE: 815-633-6858 webmaster@cessna120-140.org

www.cessna120-140.org

$15IYR; MONTHLY NEWSLETTER

West Coast Cessna 120/140 Club DON AND LINDA BRAND 9087 MADRONE WAY REDDING, CA 96002 PHONE: 530-221-3732 DUES: $20/YR BIMONTHLY NEWSLETTER

GAR WILLIAMS 9 So. 135 AERO DRIVE NAPERVILLE, IL 60564 PHONE: 630-904-8416 aerocraft@aol.com

International Bird Dog Assoc (L-19/0-l) (CESSNA) C.L. STRANCE 13540 N 151 E AVENUE COLLINSVILLE, OK 74021-5622 PHONE: 918-371 -3233 CLSL19@aol.com

www.L-19BowWow.com

$30/YR US; $50 FOREIGN QUARTERLY NEWSLETTER OR ON WEB

Cessna T路501"Bamboo Bomber"

Ercoupe Owners Club路 Wisconsin Wing

American Hatz Association

JIM ANDERSON P.O. Box 269, SUNWOOD MARINE ON ST. CROIX, MN 55047 PHONE: 612-433-3024

JUDI MATUSCAK 6262 BREVER ROAD BURLINGTON, WI 53105-8915 PHONE: 262-539-2495

MIKE DEVROY P.O. Box 5102 VERNON HILLS, IL 60061-5102

jja@Wrmed.com www.cessnat50.org

bjmatus@speeddial. net

Cessna Owner Organization KURT HARRINGTON P.O. Box 5000 lOLA, WI 54945-5000 PHONE: 888-MYCESSNA, EXT 118 OR 71 5-445-4053 help@cessnaowner.org www.cessnaowner.org

$421YR; MONTHLY NEWSLETTER

Cessna Pilot's Assoc JOHN FRANK 3409 CORSAIR CIR; P.O. Box 5817 SANTA MARIA, CA 93455 PHONE: 805-922-2580 FAX: 805-922-7249 cpa@cessna.org or www.cessna.org

$45 US, MEXICO & CANADA, $55 INT'L. CPA MAGAZINE

Citabria C/o BELLANCA CHAMPION CLUB ROBERT SZEGO P.O. BOx 100 COXSACKIE, NY 12051-0100 PHONE: 518-731-6800 szegor@bellanca-championclub.com www.bellanca-championclub.com

$35IYR--$63/2 YRS;FOREIGN $41/YR--$68/2 YRS; QUARTERLY B-C CONTACT!

Culver Aircraft Association DAN NICHOLSON 723 BAKER DRIVE TOMBALL, TX 77375 PHONE: 281-351-0114 dann@gie.com

CONTACT THE CLUB

Culver Club LARRY Low 60 SKYWOOD WAY WOODSIDE, CA 94062 PHONE: 650-851-0204 DUES: $20IYR 3 NEWSLETTERSIYR

Culver Dart Club LLOYD WASHBURN 2656 EAST SAND ROAD PORT CLINTON, OH 43452-2741 PHONE: 419-734-6685 washlloydburn@cros. net

Culver PQ-14 Association TED HEINEMAN 29621 KENSINGTON DRIVE LAGUNA NIGUEL, CA 92677 PHONElFAX: 949-495-4540

Fairchild Club JOHN W. BERENDT 7645 ECHO POINT ROAD CANNON FALLS, MN 55009 PHONE: 507-263-2414 fchld@rconnect.com www.fairchildclub.com

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Fairchild Fan Club ROBERT L. TAYLOR P.O. Box 127 BLAKESBURG, IA 52536 PHONE: 641-938-2773 FAX: 641-938-2084 aaaapmhq@pcsia.net

$15IYR; 3 NEWSLETTERS/YR

International Fleet Club SANDY BROWN P.O. Box 511 MARLBOROUGH , CT 06447-0511 PHONE: 860-267-6562 FAX: 860-267-4381 flyboy@ntplx. net

DUES: CONTRIBUTIONS NEWSLETIER: 3-4IYR.

Funk Aircraft Owners Association THAD SHELNUTT 2836 CALIFORNIA AVENUE CARMICHAEL, CA 95808 PHONE: 916-971 -3452 pilotthad@aol.com

$121YR; 10 NEWSLETTERSIYR.

Great Lakes Club BRENT TAYLOR P.O. Box 127 BLAKESBURG, IA 52536 PHONE: 515-938-2773 DUES $15 NEWSLETTER: 3 16 PG NEWSLETTERS/YR.

American Yankee Assoc. (Grumman) STEW WILSON P.O. Box 1531 CAMERON PARK, CA 95682-1531 PHONE: 530-676-4292 FAX: 530-676-3949

Canadian Harvard Aircraft Assoc. GREG BURNARD P.O. BOx 774 WOODSTOCK, ON, N4S 8A2 CANADA PHONE: 519-842-9922 FAX: 519-649-0471 harvardpilot@hotmail.com www.chaa.ca

$35IYR; THE "ROAR" QUARTERLY NEWS

&coupe Owners Club

Hatz Club

CAROLYN T. CARDEN P.O. Box 7117 SHALLOTTE, NC 28470-7117 PHONE: 910-575-2758

ROBERT L. TAYLOR P.O. Box 127 BLAKESBURG, IA 52536 PHONE: 641-938-2773 FAX: 641 -938-2084

coupecaper@aol. com www.ercoupe.org

$30IYR; MONTHLY NEWSLETTER

aaaapmhq@pcsia.net

$15; "HATZ HERALD" 3IYR.

Thayer5@mindspring.com www.hatzbiplanes.org

$20/YR; QUARTERLY NEWSLETTER

Heath Parasol Club WILLIAM SCHLAPMAN 6431 PAULSON ROAD WINNECONNE, WI 54986 PHONE: 920-582-4454

Howard Club DAVID SCHOBER P.O. Box 52 VOLGA, WV 26238 HowardClub@aol.com www.members .aol.com/ HowardClub

Interstate Club ROBERT L. TAYLOR P.O. Box 127 BLAKESBURG, IA 52536 PHONE: 641 -938-2773 FAX: 641-938-2084 aaaapmhq@pcsia.net

$15IYR; INTERSTATE INTERCOM - 3IYR.

Luscombe Association STEVE & SHARON KROG 1002 HEATHER LANE HARTFORD, WI 53027-9045 PHONE: 262-966-7627 FAX: 262-966-9627 sskrog@aol.com

$25 US & CANADA; $30 FOREIGN 6 NEWSLETTERSIYR.

Continental Luscombe Assoc. GORDY AND CONNIE BIRSE 29604 179TH PLACE, SE KENT, WA 98042 PHONE: 253-631 -8478 WizardBE@msn.com or www.luscombe-cla.org

DUES: $15 US; $17 .50 CANADA; $25 FOR颅 EIGN - ALL US FUNDS

Maule Rocket Association (MRA) DAVID NEUMEISTER 5630 S WASHINGTON LANSING MI 48911 -4999 PHONE: 800-594-4634 FAX: 517-882-8341 /800-596-8341 aircraftnews@yahoo.com

DUES: $23.50/1 YR.; $30.50/2 YRS NEWSLETTER: 12 ISSUES

Meyers Aircraft Owners Assoc. WILLIAM E. GAFFNEY 24 ROUTE 17K NEWBURGH , NY 12550 PHONE: 845-565-8005 FAX: 845-565-8039 POSTAGE FUND DONATION 5-6 NEWSLETTERS IYR.

Monocoupe Club BOB COOLBAUGH, EDITOR 18404 BEL PRE ROAD CULPEPER, VA 22701 PHONE: 540-829-9375 monocoupe@earthlink.net www.monocoupe.com

DONATION TO SUPPORT WEBSITE NEWSLETTER ON WEBSITE ONLY VINTAGE AIRPLANE

Mooney Aircraft Pilots Assoc.

Cub Club

Schweizer 1-26 Association

LELA HUGHES 140 HEIMER RD, STUIE 560 SAN ANTONIO, TX 78232

STEVE & SHARON KROG 1002 HEATHER LANE HARTFORD, WI 53027-9045 PHONE: 262-966-7627 FAX: 262-966-9627 sSkrog@aol.com www.culrclub.com $25 US & CANADA;$30 FOREIGN 6 NEWSLETIERS/YR.

BOB HURNI 516 E MEADOW LANE PHOENIX, AZ 85022 PHONE: 602-993-8840 bhurni@aol.com www.126association.org $15/YR; 1-26 ASSOC NEWSLETIER

Western Assoc. of Mooney Mites BEN FAVRHOLDT 757 W. PUTNAM AVENUE, #6 PORTERVILLE, CA 93257 PHONE: 559-782-8925 n6mx@sosinet.net www.mooneymite.com

N3N Restorers Association H. RONALD KEMPKA 2380 RD 217 CHEYENNE, WY 82009 PHONE: 307 -638-2210 wyn3n@aol.com $20/YR, QUARTERLY NEWSLETIER

Flying Apache Association JOHN J. LUMLEY 6778 SKYLINE DRIVE DELRAY BEACH, FL 33446 PHONE: 561-499-1115 FAX: 561-495-7311 flyingapache@cs .com $25/YR.; QUARTERLY NEWSLETIER

Short Wing Piper Club, Inc GARY RANKIN PMB 335, 16420 MCGILLIVRAY #103 VANCOUVER, WA 98683-3461 PHONE: 360-833-9921 FAX: 360-833-1074 Flynavion@yahoo.com www.navionsociety.org $50/YR; BI-MONTHLY NEWSLETIER

ELEANOR AND BOB MILLS, EDITORS 220 MAIN ST HALSTEAD, KS 67056 PHONE: 316-835-3650 FAX: 316-835-3357 membership@shortwing.org www.shortwing.org DUES: $30/YR NEWSLETIER: BIMONTHLY

Navion Skies Type Club

L-4 Grasshopper Wing

RALEIGH MORROW P.O. BOx 2678 LODI , CA 95241-2678 PHONE: 209-367-9390 209-367-9390 Navionl@inreach.com www.navionskies.com $45/YR; MONTHLY NEWSLETIER; ALSO E-NEWSLETIER

BILL COLLINS RR 2 , BOx 619 GOULD, AR 71643-971 4 PHONE: 870-263-4668 DUES: $10/YR US; $15 CANADA; $20 FOREIGN - ALL US FUNDS NEWSLETIER: 6/YR

American Navion Society

Brodhead Pietenpol Association DONALD CAMPBELL 221 N LASALLE ST, STE 3117 CHICAGO, IL 60601 www.pietenpol.org

Super Cub Pilots Association JIM RICHMOND P.o. Box 9823 YAKIMA, WA 98909 PHONE: 509-248-9491 answers@cubcrafters.com www.cubcrafters.com

Stearman Restorers Association JACK DAVIS 1209 SAN MARINO AVENUE SAN MARINO, CA 91108 PHONE: 626-792-0638 davco@stearman.net or www.stearman.net $35; 4 NEWSLETIERS/YR.

Stinson Historical and Restoration Society (l08) ROBERT TAYLOR P.O. BOx 127 BLAKESBURG, IA 52536 PHONE: 641-938-2773 FAX: 641-938-2084 aaaapmhq@pcsia.net $24; SHARS - 3 NEWSLETIERS/YR

International Stinson Club JAMES D. COLE 7305 LLANO ROAD ATASCADERO, CA 93422 PHONE: 805-461-5522 JIMCOLE@FIX.NET www.aeromar.com/ swsc.html DUES: $30/YR NEWSLETIER: 11/YR

National Stinson Club GEORGE ALLEMAN 1229 RISING HILL ROAD WEST PLACERVILLE, CA 95667 PHONE/FAX: 530-622-4004 nscgeorge@d路web.com $20 US & CANADA; $25 FOREIGN 4 NEWSLETIERS/YR

Swift Association, SMF, Inc. CHARLIE NELSON P.O. Box 644 ATHENS, TN 37371 PHONE: 423-745-9547 SWIFT PARTS 423-744-9696 swiftlychs@aol.com www. napanet.netj-arbeau/ swift/ www.swiftparts.com $30IYR; MONTHLY NEWSLETIER

Piper Cherokee Pilots Association

Porterfield Airplane Club

P.O. Box 1996 LUTZ, FL 33548 PHONE: 813-948-3616 $34/US;$36 CANADA & MEXICO; $44 FOREIGN; 11 ISSUES/YR.

CHUCK LEBRECHT 91 HICKORY Loop OCALA, FL 34472 PHONE: 352-687-4859 $5/YR; QUARTERLY NEWSLETIER

Piper Owner Society

Rearwin Club

P.o. Box 5000 lOLA, WI 54945 PHONE: 866-MYPIPER 71 5-445-4053 help@piperowner.org www.piperowner.org $421YR; MONTHLY MAGAZINE

ROBERT L. TAYLOR P.O. Box 127 BLAKESBURG, IA 52536 PHONE: 641-938-2773 FAX: 641-938-2084 aaaapmhq@pcsia.net $1 5; REARWIN REGISTER - 3/YR

GERRY AND CAROL HAMPTON 3195 BONANZA DRIVE CAMERON PARK, CA 95682 PHONE: 530-676-7755 annie@calweb.com www.napanet.net/- arbeau/ swift DUES: $1 5IYR NEWSLETIER: MONTHLY

International Comanche Society

International Ryan Club

Taylorcraft Owners Club

HARLEY MCGATHA 50 COUNTY ROAD 537 CENTRE, AL 35960 PHONE: 405-491-0321 FAX: 405-491-0325 icsadmin@keytech.com www.comancheflyer.com $64; COMANCHE FLYER MAGAZINE

BILL HODGES 19 STONEYBROOK LANE SEARCY, AR 72143-6129 PHONE: 501-268-2620 recruit@csw.net DUES: $20/YR; $25 OVERSEAS AIRMAIL AND CANADA NEWSLETIER: QUARTERLY

BRUCE BIXLER II 12809 GREENBOWER, NE ALLIANCE, OH 44601 PHONE: 330-823-9748 TOACPREZ@YAHOO.COM www.taylorcraft.org DUES $121YR NEWSLETIER: QUARTERLY

JANUARY 2003

West Coast Swift Wing

VirginialCarolinas Taylorcraft Owners Club TOM PITIMAN RT. 6 , BOx 189 ApPOMATOX, VA 24522 PHONE: 434-352-5128 vetoe6@juno.eom www.vetoe. org

$10/YR; QUARTERLY NEWSLETTER

Travel Air Club ROBERT TAYLOR P.O. BOx 127 BLAKESBURG, IA 52536 PHONE: 641 -938-2773 FAX: 641 -938-2084

Cross & Cockade

Flying Fanners International

BOB SHELDON 14329 S CALHOUN AVENUE BURNHAM, IL 60633 PHONE: 708-862- 1014 $15/YR.; BI-MONTHLY NEWSLETTER

KATHY MARSH 2120 AIRPORT RD, P.O. BO 9124 WICHITA, KS 67277 PHONE: 316-943-4234 FAX : 316-943-4235

Florida Antique Biplane Association, Inc. LARRY ROBINSON 10906 DENOEU ROAD BOYNTON BEACH, FL 33437 PHONE : 561-732-3250 FAX: 561-732-2532 BeyeView@aol.eom $48/yr.; The Flying Wire newsletter

aaaapmhq@pesia.net

$15/YR; TRAVEL AIR TAILS - 3/YR

Travel Air Restorers Association (TARA) JERRY IMPELLEZZERI 4925 WILMA WAY SAN JOSE, CA 95124 PHONE: 408-356-3407 $15/YR; QUARTERLY NEWSLETTER

Travel AirlStaggerwing Museum Foundation, Inc. KAREN GARRICK P.O. Box 550 TULLAHOMA, TN 37388 PHONE: 931 -455- 1974

National Biplane Association CHARLES W. HARRIS P.O. BOX 470350 TULSA, OK 74147-0350 PHONE: 918-622-8400 FAX: 918-665-0039 ewh@hvsu.eom www.nationalbiplaneassn.org

$25 INDIVIDUAL;$40 FAMILY ADD $10 FOREIGN; QUARTERLY MAGAZINE

North American Trainer Association

$40/YR; 4-5 NEWSLETTERS /YR.

KATHY & STONEY STONICH 25801 NE HINNESS RD BRUSH PRAIRIE, WA 98606 PHONE: 360-256-0066 FAX : 360-896-5398

American Waco Club

natrainer@aol.eom www.natrainer.org

staggerwing@midtnn.net www.staggerwing.eom

PHIL COULSON 28415 SPRINGBROOK DRIVE LAWTON, MI 49065 PHON E: 269-624-6490 Reoulson516@es.eom www.amerieanwaeoelub.eom

$25/YR; $30 FOREIGN BI-MONTHLY NEWSLETTER

National Waco Club ANDY HEINS 4278 CATALPA DR, #3 DAYTON, OH 45405 PHONE: 937-278-5654 waeoaso@aol.eom

$20/YR US; $25 FOREIGN BI-MONTHLY NEWSLETTER

Western Waco Association BARRY F. BRAN IN P.O. Box 706 GROVELANE, CA 95321 PHONE: 209-962-6121 aflywago@juno.eom

$45 US & CANADA; $55 FOREIGN QUARTERLY NEWSLETTER

Taildragger Club ASA DEAN 16216 N 34TH WAY PHOENIX, AZ 85032-3119 PHONE: 602-622-8335 CELL asa@taildraggerelub.org www.taildraggerelub.org/ tde

WWI Aeroplanes, Inc. LEONARD OPDYCKE 15 CRESCENT ROAD POUGHKEEPSIE, NY 12601 PHONE: 845-473-3679 $35/YR US; $40 FOREIGN 2 JOURNALS EACH 4 YRS

ORGANIZATIONS American Aviation Historical Soc.

DUES: $5/YR OCCASIONAL NEWSLETTER

BRUCE CUNNINGHAM 2333 OTIS STREET SANTA ANA, CA 92704-3846 PHONE: 714-549-4818

MULTIPLE AIRCRAFT ORGANIZATIONS

aahs2333@earthlink.net www.aahs.online. org

Arcticlinterstate

$39 US; $44 CANADA; $57 FOREIGN; QUARTERLY NEWSLETTER & JOURNAL

DAVID NEUMEISTER 1705 GROVENBURG ROAD HOLT, MI 48842-8603 PHONE: 5 17-694- 1000 OR 800-594-4634 FAX: 517-694-2166 OR 800-596-8341 aireraftnews@yahoo.eom

International Deaf Pilots Assoc CLYDE SMITH 1553 GRAVEL SPRINGS CIRCLE JACKSONVILLE, ILL 62650 $30/YR ACTIVE PILOTS

support@flyingfarmers.org www.flyingfarmers.org

$50/YR + CHAPTER DUES 6 MAGAZINES/YR

Flying Octogenarians HERBERT SLOANE 3414 LEBARON COURT MONTGOMERY, AL 36111 PHONE: 334-832-2413 pilotherb@yahoo.eom

$10/YR

Int'l Fellowship of Aying Rotarians TOMAS SUROWKA 203 RUBENS DRIVE, APT A NOKOMIS, FL 34275-4211 PHONE: 941 -966-6636 FAX: 941-966-9141 surowka@iffr.org www.iffr.org

Lake Amphibian Flyers Club MARC AND JILL RODSTEIN 7188 MANDARIN DRIVE BOCA RATON, FL 33433-741 2 PHONE: 561-483-6566 FAX: 240-376-4875 business@lakeflyers.eom

$56/YR; LAKE FLYER NEWSLETTER

International Liaison Pilot & Aircraft Association BILL STRATTON 16518 LEDGESTONE SAN ANTONIO, TX 78332-2406 PHONEIFAX: 210-490-4572 www.eentereomp.eom/ILPA/ index.html

$35/YR US; $40/YR FOREIGN LIAISON SPOKEN HERE NEWSLETTER

Don Luscombe Aviation History Foundation 1890 E QUEEN CREEK ROAD CHANDLER, AZ 85249 PHONE: 480-917-0969 FAX: 480-917-4719 finanee@luseombe.org www.luseombe.org

$25/YR US & CANADA; $30 INT'L 6 NEWSLETTERS/YR.

OX-5 Aviation Pioneers ELMER H. HANSEN 12220 N.E. 39TH STREET BELLEVUE, WA 98005-1217 PHONE: 425-885-0299 elmer. hansen@gte.net http://OX5Pioneers .org

$20/YR; 6 NEWSLETTERS/YR.

Piper Aviation Museum Foundation JOHN R. MERINAR ONE PIPER WAY LOCK HAVEN, PA 17745-0052 PHONE: 570-748-8283 FAX: 570-893-8357 piper@eub.kenet.org www.pipermuseum.eom

$30/YR; QUARTERLY VINTAGE AIRPLANE

National Association of Priest Pilots (NAPP) MEL HEMANN 127 KASPEND PLACE CEDAR FALLS, IA 50613- 1683 PHONE: 319-266-3889 N298MH@aol.com $20IYR; NAPP NEWSLETIER

National Air Racing Group BETIY SHERMAN 1932 MAHAN AVENUE RICHLAND, WA 99352-2121 PHONE: 509-946-5690 betty.sherman@gte.net $15 US/$20 OUTSIDE US MONTHLY NEWSLETIER PROFESSIONAL AIRRACING

Vintage Sailplane Association

Women in Aviation, International

GEORGE NUSE 4310 RIVER BOTIOM DRIVE NORCROSS, GA 30092 PHONE: 770-446-5533 DUES: $151YR NEWSLETIER: QUARTERLY

DR. PEGGY J . CHABRIAN 101 CORSAIR DRIVE DAYTONA BEACH, FL 32114 PHONE: 386-226-7996 FAX: 386-226-7998 www.wiai. org $391YR - $29 STUDENTS BI-MONTHLY MAGAZINE

Waco Historical Society, Inc. JOHN R. BOSSE, TREASURER P.o. Box 62 TROY, OH 45373-0062 PHONE: 937-335-WACO; 1-5 PM SAT - SUN DUES: $301YR, 9/1-8/31 NEWSLETIER: 4IYR

The 99's Women Pilots

Society of Air Racing Historians HERMAN SCHAUB 168 MARION LANE BEREA, OH 44017 PHONE: 440-234-2301 herman@airrace.com www.airrace.com $201YR US - $23 OTHER BI-MONTHLY NEWSLETIER

International Wheelchair Aviators P.o . Box 2799 BIG BEAR CITY, CA 92314 PHONE: 909-585-9663 FAX: 909-585-7156 IWAviators@aol.com www.wheelchairaviators. org

FAITH DUNCAN WILL ROGERS AIRPORT, BOx 965, 7100 TERMINAL DRIVE OKLAHOMA CITY, OK 73159 PHONE: 405-685-7969 ihq99s@cs.com www. ninety-nines.org $65IYR; BI-MONTHLY NEWSLETIER

u.s. Air Racing Association, Inc. JACK DIANISKA, PRES. 26726 HENRY ROAD BAY VILLAGE, OH 44140 PHONE: 440-871 -3781

Reno Air Racing Association P.o . Box 1429 RENO, NV 89505 PHONE: 702-972-6663 FAX : 702-972-6429

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Replica Fighters Association LADDY HLAVACEK 329 CTY RD F PHILLI PS, WI 54555 PHON ElFAX: 71 5-339-4207 laddy@pctcnet.net or www.replicafighters.org $25IYR; NEWSLETIER

Sentimental Journey to Cub Haven, Inc. JOHN L. BUCHAN, FLY-IN DIR. P.O. Box J-3 LOCK HAVEN, PA 17745-0496 PHONE: 570-893-4200 FAX: 570-893-4218 piper@cub.kcnet.org www.pipermuseum.com $10/YR; QUARTERLY NEWSLETIER

Silver Wings Fraternity P.o. Box 44208 CINCINNATI, OH 45244 PHONE: 800-554-1437 cardinaI5@msn.com $20/1 ST YR ; $10 RENEW QUARTERLY NEWSLETIER

BUILD ONE! A REAL ONE! OUR TWO JOURNALS

SERVICES WE PROVIDE

*i nformation on current projects *news of museums and air shows *technical drawings and data *aeropl anes, engines, parts for sale *scale modeling material *your wants and disposals *news of curre nt publications *infor mation on paint and color *photographs *hi storical research *workshop notes

*early technical books, magazines *copies of original drawings, manuals *assistance in locating parts, information *back issues of the 2 Journals *donated copies of early aviation books *a worldwide networking service

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Taylorcraft Foundation, Inc. FORREST A . BARBER, EXEC. DIR 13820 UNION AVENUE, NE ALLIANCE , OH 44601-9378 PHONE: 330-823- 1168 FAX: 330-823- 1138 fbarber@alliancelink.com www.taylorcraft.org $10/YR; QUARTERLY NEWSLETIER

JANUARY 2003

FREE BACK ISSUE FOR NEW SUBSCRIBERS:

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FLY-IN CALENDAR

EAA FLY·IN SCHEDULE 2003 • Sun 'n Fun EAA Fly-In

April 2-8, Lakeland, FL (LAL) www.sun-n-fun.org • EAA Southwest Regional Fly-In

May 16-17, New Braunfels, TX (KBAZ) www.swrfi·org • Golden West EAA Regional Fly-In

June 20-22, Marysville, CA (MYV)

www.goldenwestflyin.org • EAA Rocky Mountain Regional Fly-In cI,MNEWMAN

S>f

The following list ofcoming events is furnished to our readers as a matter of informa tion only and does not constitute approval, sponsorship, involvement, control or direction ofany 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 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. JANUARY 17-19, 2003-East Lansing, MI-Great Lakes Aviation Conference. Michigan State U. Kellogg Hotel and Conference Ce nter. Speakers include Capt. Al Haynes; Paul Bowen, aviation photographer; Brian Finnegan, Pres. PAMA; Bill O'Brien, FAA. See

www.greatlakesaviationconference.com for more info, or call 734-973-0106.

FEBRUARY 22-Fort Pierce, FL-EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce Int'l Airport. Info: Paul, 772 464-0538 or AI, 772-461-7175.

FEBRUARY 27-MARCH I -Missoula, MT-Montana Aviation Conference, Holiday Inn, Parkside. Workshops, seminars, nationally recognized speak ers, 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. 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.

MARCH 12-13-Romeovi/le, IL-29th Annual General Aviation Maintenance Seminar. At Lewis University. Co sponsored by the Illinois DOT, the FAA and the Professional Aviation Maintenance Association (PAMA) .

......,_=-r PI!S(NIEOSY

EAA's Countdown to Kitty Hawk Touring Pavilion presented by Ford Motor Company

~.A(etm-'6'$nl'a'rJh

Key Venues in 2003 • April 2-8 - Sun 'n Fun EAA Fly-In, Lakeland, FL •June 13-16 - Ford Motor Company's 100th Anniversary Celebration, Dearborn, MI •July 4-20 - Inventing Flight Celebration, Dayton,OH •July 29-Aug. 4 - EAA AirVenture Oshkosh, Oshkosh, WI • August 23-September 2 - Museum of Flight, Seattle, WA • December 13-17 - First Flight Centennial Celebration, Kitty Hawk, NC

MARCH 22-Fort Pierce, FL-EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce Int'l Airport. Info: Paul, 772 464-0538 or 772-461-7175.

MARCH 20-23-Cincinnati, OH-14th Annual Inti Women in Aviation Con ference . Info: 386-226-7996. APRIL 19-Fort Pierce, FL-EAA Ch. 908 Fly-In Pancake Breakfast, Ft. Pierce In t ' l Airport. Info: Paul, 772-464-0538 or 772-461-7175.

June 28-29, Longmont, CO (2V2) www.rmrfi·org • Northwest EAA Fly-In

July 9-13, Arlington, WA (AWO) www.nweaa.org • EAA AirVenbore Oshkosh

July 29-August 4, Oshkosh, Wl (OSH) www.airventure.org • EAA Mid-Eastern Fly-In

August 22-24, Marion, OH (MNN) 440-352-17B1 • Virginia State EAA Fly-In

September 20-21, Petersburg, VA (PTB) www.vaeaa.org • EAA East Coast Fly-In

September 13-14, Toughkenamon, PA (N57) www.eastcoastflyin.org • EAA Southeast Regional Fly-In

October 3-5, Evergreen, AL (GZH) www.serfi·org • Copperstate EAA Fly-In

October 9-12, Phoenix, AZ (A39) www.copperstate.org

APRIL 27-HalfMoon Bay, CA-13 th

Annual Pacific Coast Dream Machines Show, Half Moon Bay Airport. 10am 4pm. Admission $15 adults, $5 (age 5-14 & 65+), free for kids age 4 and under. Parking included in price of ad mission. Info: 650-726-2328,

www.miramarevents.com. APRIL 2-S-Lakeland, FL-Sun ' n Fun EAA Fly-In. Info: 863-644-2431,

www.sun-n-fun.org. MAY 4-Dayton, OH-EAA Ch. 48 40 th Annual Fly-In, Moraine Air Park (1-73) . Info: Dennis 937-878-2647 or Mike

937-859-8967, wwweaa48.org. MAY 4-Rockford, IL-EAA Ch. 22 Fly-In Drive-In Breakfast, Greater Rfd. Air port, Courtesy Aircraft Hanger. Info: 815-397-4995. MAY 16-1S-Kewanee, IL-Midwest Aeronca Fest (and old fashioned tail dragger) Fly-In, Kewanee Municipal Airport KEZI. Info: 309-852-2594, e mail: jodydeb@inw.net.

MAY IS-Romeoville, IL-EAA Ch. 15

32 nd Annual Fly-In Breakfast, Lewis UniverSity Airport (LOT), 7am-Noon. Info: George 630-243-8213. MAY IS-Troy, OH-VAA Ch. 36 Old Fashioned Barbeque Fly-In, WACO Field (lWF), llam-4pm,Young Eagle Flights. (Rain date for Young Eagle flights, June 22, 1pm-4pm) Info: 937-335 1444, e-mail: dickandpatti@aol.com. or 937-294-1107, e-mail navion@gemair.com. MAY 16-26--Fayetteville, NC-Festival of Flight 2003. Info www.festivalofflight.org. MAY 24-Fort Pierce, FL-EAA Ch . 908 Fly-In Pancake Breakfast, Ft. Pierce In t'l Airport. In fo: Paul, 772-464-0538 or AI,772-461 -7175. JUNE 14-1S-Toledo, OH-EAA Ch. 582 Fly-In, Metcalf Field (TDZ). Pull-A Plane contest, Young Eagles, food, aircraft and auto disp lays. 9am-5pm. Info: John 419-666-0503 or

www.eaa582.org.

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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 (Le., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its poliCies. Rates cover one insertion per issue. Classi· fied 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 number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications ClaSSified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903·3086. 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 with above engines. 1966 Helton Lark 95 , Serial #8. Very rare, PQ-8 certified Target Drone derivative. Tri-gear Culver Cadet. See Juptner's Vol. 8-170. Total time A&E 845 hrs. I just have too many toys and I'm not get ting any younger. Find my name in the Officers & Directors lisling of Vintage and e-mail or call evenings. E. E. "Buck" Hilbert Flying wires available.

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Aviation Art favorites: WW-I, Golden Age, WW-II to present. www.MotorArtWorks.com Custom Aircraft Restoration and Construc tion- Tube and Fabric, Wood , Aluminum . Customair, 202 Aviation Blvd. , Cleveland , GA 30528,706-348-7514, rblassett@allte/.net

its largest and exciting event: its annual fly-in convention.

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JANUARY 2003

Something to buy, sell or trade?

CALLAIR A-4 restoration project. I badly need Repair/Parts manuals to make the inspec tor happy. Please help! Will gladly purchase or pay to copy. Wayne Burkhardt 505-546-0295.

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Rave Reviews: Skyways: A hit of the first order! Smithsonian 's National Air & Space: Archival photos and technical drawings abound.

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> Paint and Fabric > Metalforming > Fabrication > Custom Building

Award Winning Restorations

Mike Williams

3811 River Road, Columbus IN 47203

812-375-1954 fax: 812-314-0954

e-mail: mike@mikeshangar.com

www.polyfiber.com e· mail: info@polyfiber.com

FAX: 909-684-0518

We provide the following services: > Restorations

Visit the Website: www.mikeshangar.com Aircraft Coatings VINTAGE AIRPLANE

NEW MEMBERS

Enrique Morcillo Castillo ............. Sevilla, Spain

Henning Foro... . . .. . ......... Cobham, Surrey, UK

David Graham ......... Farnborough, Hampshire, UK

Fred R. Richards . . .... . . . .......... Anchorage, AK

Charles R. Hall ...................... Prattville, AL

Donald Young ...................... Anniston, AL

Matthew Taylor ...... ........ . ..... . .. .. FPO, AP

Keith Greene . . . ........ . .............. Alma, AR

Henry B. Ponder ................ Heber Springs, AR

Garnet O. Trosper ... ............ .. . ... Cotter, AR

Robert L. Trew ........................ Aguila, AZ

Jim Boone ....................... Farmington, CA

Richard N. Daily ................... Camarillo, CA

Robert Foster .............. Palos Verdes Estates, CA

Kenneth R. Hetge .................. Tehachapi, CA

Albert S. Hook ............. Palos Verdes Estates, CA

Walter L. Lyall .......... ... ... ....... Orinda, CA

Richard E. Schultz .................... Novato, CA

Thomas M. Weatherby .... Rancho Santa Margarita, CA

John Wibel ....................... Los Gatos, CA

Eugene Winther .................. Sacramento, CA

Douglas P. Freier. ... . ... ........... . Loveland, CO

Bernard Conlon ................. Ft Lauderdale, FL

Michael Gabbard ..... .... .. Palm Beach Gardens, FL

Andrew Hodges ....................... Sunrise, FL

Richard G. Maddux ................. . .. Milton, FL

Jerry Stadtmiller ................ Fort Lauderdale, FL

Peter Weiss ..... .. .. .. .... . .... Coconut Creek, FL

Jack Wells ......................... Lake City, FL

William W. Wiggins ... ...... . . . .. Navarre Beach, FL

Dr. David H. Corriher .............. Cartersville, GA

Joe D. Reed .......... .. ........... Loganville, GA

Kevin Shaw ...................... Woodstock, GA

Stanley P. Terrell ....... .. .. .. . ....... Colbert, GA

Thomas Fredricksen ................. Sioux City, IA

Christine Ogren ................ . ... . Iowa City, IA

Roger Spiker ............... . ........... Boise, ID

Raymond F. Coker ................ Bloomington, IL

Richard C. Moen ................. West Dundee, IL

Robert S. Porter ....................... Batavia, IL

Mark Slavens ...................... Springfield, IL

Rex E. Beck ...................... Greenwood, IN

Keith L. Hall ......................... Harlan, IN

James Brian Story .................. Noblesville, IN

H. C. Blazer ........................ Leewood, KS

Edmund Speer Moore ..... .... . . ..... .... Hays, KS

Nathan Hammond ................... Danville, KY

Cliff Hauenstein .................... Louisville, KY

Kenneth W. Tuttle ................ Baton Rouge, LA

Eric]. Bergstrom .................... Braintree, MA

William S. McDonald ................ Medway, MA

Randy Benson . .................... Bethesda, MD

JANUARY

2003

Leo Gutierrez ........... .. . ... ..... Potomac, MD

Greg Mirkin . .................... Ellicott City, MD

Jacob w. Hicks ...... .. ...... ........ Lansing, MI

Stephen R. Linton .................. Cassopolis, MI

Greg ]enson .................... Pequot Lakes, MN

Steven R. Banks ................. Blue Springs, MO

Matthew Corcoran .......... . ...... Hernando, MS

John Cottrell .... ... ............ Holly Springs, MS

Lon Morris ....................... . . Billings, MT

Theodore W. Hunter ................ Pfafftown, NC

Robert H. Moser...................... Omaha, NE

Ken R. Harbison .................. Las Cruces, NM

David L. Partain ..................... Roswell, NM

Susan Harper ..................... Henderson, NY

Ed Martin .... ................. Incline Village, NY

Francis W. Sheehan .............. . Copenhagen, NY

Donald J. Thomas .......... ........ Casseville, NY

Chester L. Ehde ...................... Mason, OH

George Fonseca ................... . Mansfield, OH

Scott Martin ..................... Beavercreek, OH

Frank M. Metzger ................. Westerville, OH

Gary L. Poorman ................... Wauseon, OH

Rene A. Rodolosi. ....... . ........... McClure, OH

Robert A. Runkle ..... . ............ .. Swanton, OH

Ted L. Teach ..... . .. ... .. . . ......... Dayton, OH

Ron Fishburn ........................ Purcell, OK

Marion Searcy ... . .. . ................. Noble, OK

Jerry K. Sharp ................... . . . Chandler, OK

Calvin O. Stoner ...... . ............. Randlett, OK

John Friend . ............. ........ .. Nazareth, PA

Paul M. Horton ................... Blythewood, SC

Dennis Schmaltz .... ... .............. Mission, SD

B. Garth Larson ...................... Outlook, SK

John A. Beam ........... . ........ Old Hickory, TN

Bill Bradley ........................ Houston, TX

]. William Butcher .... .. .... ... . ....... Plano, TX

John D. Davis ....................... Kerrville, TX

Goeff Horst .......................... Sanger, TX

Robert Gene Johnston . .. . .. ............ Dallas, TX

John C. H. Joyce ................... . Pearland, TX

] . Dale Moore .................. Corpus Christi, TX

Charles M. Parks....................... Plano, TX

Elmer Roberts ...................... Magnolia, TX

Roger Vaughan .......... . ........... . Austin, TX

Merlin Vollman ..................... Pearland, TX

Rawling G. Davenport ........... Cross Junction, VA

Eiron B. Attwood ........... . ......... Omak, WA

A. Gordon Bakke ............... Mount Vernon, WA

Guido F. Perla .... . ... .. ........ Vashon Island, WA

Donald]. Anthony .......... . ..... . . La Crosse, WI

Gary Conger ..................... . Green Bay, WI

Membership Services VINTAGE

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

Directo!y-

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

OFFICERS President Espie "Butch" Joyce P.O. Box 35584 Greensboro, NC 27425 336-668-3650 windsock@aol.com

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

Secretary

Treasurer

Steve Nesse

Charles W. HarriS

2009 Highland Ave. Albert Lea, MN 56007 507-373-1674

7215 East 46th Sl. Tulsa, OK 7414 7 918-622-8400 cwh@hvsu.com

stnes@deskmedla.com

DIRECTORS Steve Bender 81S Airport Road Roanoke, TX 76262 817-491-4700

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

sstl OO@woridnet.att.net

dalefaye@msn. com

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

Jeannie Hill P.O. Box 328 Harvard, IL 60033 81 5-943-7205

antiquer@i nreach.com

dinghao@owc, net

John Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009

S07-263-241 4

fchld@tconnect.com

Steve Krog

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

photopllot@aol.com

Robert D. "Bob" Lumley

1265 South 124th Sl.

Brookfield, WI 53005

262-782-2633

lumpeI@execpc.com

Dave Clark

Gene Monis

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

5936 Steve Court Roanoke, TX 76262 81 7-49 1-9110 n03capt@fiash.net

John S. Copeland

Dean Richardson

lA Deacon Street

1429 Kings Lynn Rd Stoughton, WI 535 89 608-877-8485

Northborough, MA 0 1532

508-393-4775

copeland l @juno.com

Phil Coulson

2841 5 Springbrook Dr.

lawton, MI 49065

616-624-6490

rcoulsonS 16@cs.com Roger Gomoll

8891 Airport Rd, Box C2

Blaine, MN 55449

763-786-3342

pledgedrive@ffisncom

dar@aprilaire.com Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774 260-493-4 724 chief702S@aol.com SoH. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414-77 1-1545

shschmid@milwpc.com

DIRECTORS

EMERITUS

Gene Chase 2159 Carlton Rd_ Oshkosh, WI 54904 920-231-5002

E.E_"Buck" Hilbert P.O. Box 424 Union, IL 60180 81 5-923-459 1 buck7ac@mc.net

ADVISOR AJan Shackleton P.O. Box 656

Sugar Grove, IL 6055 4-0656

630-466-4193

103346. 1772@rompuserve.com

Phone (920) 426-4800 Fax (920) 426-4873 Web Site: http://www.eaa.org and http://www.airventure.org E-Mail: vintage @ eaa.org

EAA and Division Membership Services 800-843-3612 . . . __.. . . ... FAX 920-426-6761 (8:00 AM-7:()() PM Monday-Friday CS1)

• New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Hight Instructors (NAFD • 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 infonnation ... . . 920-426-4821 Chapters: locating/organizing . . 920-426-4876 Education __ .. _. ___ . __ ____ . _920-426-6815 • EAA Air Academy • EAA Scholarships

Hight Advisors information .. . . 920-426-6522 Hight Instructor information . . . 920-426-6801 Hying 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 _. . 866-647-4322 Tenn 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, induding 12 issues of SPORT AVIATION_Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually_ All major credit cards accepted for membership _ (Add $16 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 cluded). (Add $7 for Foreign Postage.)

lAC 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 ava ilable for $55 per year (SPORT

AVIATION magazine not included)_(Add $15

for Foreign Postage.)

WARBIRDS Current EAA members may join the EAA War birds of America Division and receive WARBlRDS 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 AVIAII0N magazine not included). (Add $7 for Foreign Postage.)

EAA EXPERIMENTER Current EAA members ma y receive EAA EXPERIMENTER magaZine for an additional $20 per year. EAA Membership and EAA EXPERIMENTER magazine i5 available for $30 per year (SPORT AVIATION magaZine not included)_(Add $8 for Foreign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars . Add reqUired Foreign Postage amount for each membership_

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

Copyright ©2003 by the EM Vintage Aircraft Association All rights reservee . VINTAGE AIRPLANE PSSN 0091-6943) IPM 1482602 is publishec and ownec exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is publishee monthly at EAA Aviation Center, 3000 Poberemy Rd., PO. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offICes. POSTMASTER: Send adcress changes to EAA Vintage Aircraft Association, PO. Box 3086, Oshkosh, WI 54903-3086. Retum Canadian issues to Station A. PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES - Please allow at least IwO months for delivery of VI NTAGE AIRPLANE to foreign and APO addresses via suriace mail. ADVERTlSING - Vintage Aircraft Association does not guarantee or endorse any product offeree through the advertising. We invite constructive criticism and wek:ome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken. EDITORIAl POLICY: Readers are encouragee 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. VINTAGEAIRPLANE, PO. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. EAAf) and SPORT AVIAnON". the EAA Logo" and Aeronautica~ are registeree lrademarks, trademar1<s, and service marks of the Experimental Aircraft Association, Inc. The use of these trademar1<s and service marks without the pem1ission of the Experimental Aircraft Association. Inc. is striclly prohibitee. The EAA AVIATION FOUNDATION Logo is a trademark of the EAA Aviation Foundation, Inc. The use of this trademark without the pem1ission of the EAA Aviation Foundation, Inc. is strictly prohibitee.

VINTAGE AIRPLANE

VAA Merchan Ladies Denim "'h',""1&aL.I This med shirt has the VAA on the back yoke. SM MD LG XL

V11183 V11184 V11185 V11186

totes are embossed on on e side with ai rplanes and the VAA logo. Washable. SM LG

VOO250 V00249

ORDER ONLINE:

$17.95 $18.95

http://shop.eaa.org

Ladies and Men's Stonewashed Denim Shirt A classic for any season, this denim shirt is great for all aviation activities. LADIES $31.95 SM V11147 MD Vll148 LG VlUf9 XL VU 60

This ladies polo shirt made of 100% cotton can be machi ne washed and dried. It sports an all-navy VAA logo and wh ite stripe collar and cuffs. MD Vl1165 LG Vl1166 XL Vl1167

$18.95

This 100% cotton golf sh irt sports th e VAA logo on the sleeve. SM MD

Vl0134 Vl0135

$18.95 Ladies Yellow Golf Shirt This comfortable golf shirt is 100% cot足 ton, mach ine washable. Tone on tone VAA logo on front. SM MD

Vl0130 Vl0131 JANUARY

LG XL

2003

Vl0132 Vl0133

LG XL

MEN's $32.95 MD V11161 LG Vl1162 XL Vl1163 2X Vll164

classic for warm weather. MD LG

V11135 Vll136

XL 2X

V11137 Vlll38

Vl0136 Vl0137

Men's Burgundy Golf This golf sh irt is 100% cotton with tone on tone VAA logo on ch est. It sports a three color collar. MD LG XL

Vl0151 $34.95 Vl0153 Vl1133

2X V11134 $36.95

This plush jacket will show your USA and VAA pride. Made of 100% acrylic it washes easily. MD LG

V00913 V00916

XL 2X

VOO917 VOO929

,,"

TELEPHONE ORDER: 800-843-3612

FROM US AND CANADA (ALL OTHERS 920路426路5912)

MAIL ORDER: VINTAGE MERCHANDISE

PO BOX 3086

OSHKOSH, WI 54903-3086

ORDER ONLINE:

http://shop.eaa.org

VAA Member Pin This cast metal pin is about 3" wjde. A great way to show your VI\A. 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

This set of 4 clear glasses with etched design is a classic way to display the VAA logo.

$iK

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.)

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

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.

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

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 VI1168 MD VI1169

LG XL

V11171 VI1172

Men's Navy Micro Fiber Jacket MD Vl0005 2X Vl0009

LG Vl0006

XL V10007

Sweatshirt Blankets These blankets are extra soft, S4 in. x 84 in., and machine washable. V00933

Gold

TELEPHONE ORDER:

VOll04

Burgundy

800-843-3612

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. JANUARY 2003

MAIL ORDER: VINTAGE MERCHANDISE

PO BOX 3086

OSHKOSH, WI 54903-3086

,1\

THE VOLVO K(90. 2003 MOTOR TREND SPORT/UTILITY OF THE YEAR. A ROLL STABILITY CONTROL SYSTEM, THIRD-ROW INFLATABLE SIDE CURTAINS. SEAT BELT

PRETENSIONERS IN ALL THREE ROWS. THE VOLVO XC90. THE ADVENTURE CONTINUES AT

VOLVO

for life