VOl 31 No 1

2 VAA NEWS HG Frau tsch y

4 FRIENDS OF THE RED BARN

5 JOHN MILLER RECALLS

LET THE INVENTIONS CONTINUE

Jo hn M M iller

6 THE TINKERERS TUG

SOMETIMES A PROJECT DISTRACTION CAN

KEEP YOU MOVING FORWARD

Gary Con tner

8 PREFLIGHT

Katie Schul tz

10 PASS IT TO BUCKBu ck Hilbert

12 THE VINTAGE INSTRUCTOR

COMMUNICATION

Doug Stewart

13 WEEDENS REARWIN

DOING IT THE HARD WAyBudd Davisson

18 TYPE CLUB LIST

25 CALENDAR

26 CLASSIFIED ADS

28 NEW MEMBERS

30 VAA MERCHANDISE

Publisher TOM POBEREZNY Editor-in-Chief scon SPANGLER Executive Editor MIKE DIFRISCO News Editor RIC REYNOLDS Photography Staff JIM KOEPNICK

LEEANN ABRAMS TRISHA LUNDQUIST

Advertisi ng Coordinator JULIE RUSSO AdvertisingEditorial Assistant ISABELLE WISKE Copy Editing COLLEEN WALSH

KATHLEEN WITMAN

VINTAGE AIRPLANE

Executive Di rector Editor HENRY G FRAUTSCHY VAA Administrative Assistant THERESA BOOKS Contributing Editors JOHN UNDERWOOD

BUDD DAVISSON Graphic Designer OLIVIA L PHILLIP

JANUARY 2003

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

FRONT COVER Dick and Pauline Weeden s careful restoration of their 1935 Rearshywin 7000 Sportster is a pleasant sight to behold and that 5-ltylinder 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 Shepshyard Zach Chers painting was presented with an Honorable Mention ribbon during the 2002 EM Sport Aviation Art Competition For more information on Chers paintshyings please visit her website at wwwartbycherca or e-mail her at cherartbycherca

ST AIG TBc LE EL

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 Christshyma 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 granddaughshyter Georgia Shes my oldest daughter s little girl After all I have all of the tools needed

After I got started I have to adshymit Ive 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 (Georgias mom) and her family were going to spend this Christshymas at their home in Roanoke Virginia Guess what They would be at our house a week early Yikes I had to quit horsing around and really bear down but I made the deadline by extending those midshynight hours

Thankfully everyone was happy with how things turned out I was-it was great to see little Georshygias smile Even with the busyness of the Christmas season it is a speshycial time of year

The year 2003 is at hand This

BY ESPIE BUTCH JOYCE PRESIDENT VINTAGE ASSOCIATION

Special times

year will fly by at record speed beshycause 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 EAAs Countdown to Kitty Hawk preshysented by Ford Motor Company is going to be quite special A centershypiece of the Countdowns 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 reproducshytion being built by Ken Hyde and the Wright Experience under conshytract with EAA The engine is being built by the Hays brothers of Lake Geneva Wisconsin If youve been to Oshkosh youve 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 preshyhis t oric craft powered by the single-cylinder one lung engine How many times weve been blessed by their low speed low alshytitude passes by the VAA Red Barn

The Wright reproduction engine they are building is to run for the first time this month The comshyp leted Wright Flyer will have its first public viewing in the Countshydown 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 memshybers I really thank everyone for helping our effort to improve the Vintage area of the convention For more information on this years campaign please see page 4 We welcome any suggestions that you may have to improve the Vinshytage area of the convention grounds or any other matters that pertain to the Vintage Aircraft Asshysociation 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 Airshyp l ane magazine and the other programs we have that he lp the vintage aircraft owner

Lets all pull in the same direcshytion for the good of aviation

Remember we are better to shygether Join us and have it all

Butch

VINTAGE AIRPLANE

5 NATIONAL AIR TOUR PLANS MOVE FORWARD

To rekindle memories of aviations to get as many of the flying Ford Trishy Were hoping to get a Boeing 247 golden age and promote civil aviashy Motors in the US to go on this and a Sikorsky S-39 being restored by tions progress over the past century trip said tour leader and wellshy DickJackson Herrick continued the Aviation Foundation of America known aircraft collector Greg Also likely to join the tour are an Sshy(AFA) will re-create the National Air Herrick (EAA 402961) While no one 38 a DC-3 two New Standards a Tour September 8-24 2003 Held beshy is contractually obligated Herrick Stinson high-wing Tri -Motor and tween 1925 and 1931 the original said AFA has three firm Tri-Motor Herricks low-wing Stinson Tri-Motor tours departed from Ford Airportshy commitments and its possible all if its restoration is finished in time now the Ford Motor Co proving six flying Fords will join the tour This is a grass-roots effort People grounds-in Dearborn Michigan A Of all the aircraft that particishy are volunteering their time their airshypioneering aviation company in its pated in the original tours 22 are craft and at this point their own right the automaker bankrolled still on the FAA registry (including money Herrick said If sponsorshythe tours to demonstrate air travels the Monocoupe 110 on display at ship is not secured volunteers will safety and reliability the EAA AirVenture Museum which be prepared to pay their own way

Participants in the 2003 National flew in the 1930 tour) Only two of food fuel and lodging Its a huge Air Tour competition will vie for the them still fly Herricks Paramount dedication on the part of those parshyEdsel B Ford Reliability Trophy Deshy Cabinair and Steve Pitcairns PCA-2 ticipating but were working on parting from Dearborn they will Ed Marquardt is restoring a Buhl CA- resolving the financial burden (with trace the route of the 1932 tour 3C that flew the tour and it may be sponsorship) as best we can which didnt take off because of the ready to participate in the 2003 tour Herrick said hes working with Depression Visiting 27 cities in 16 AFA is now seeking aircraft represhy the Vintage Aircraft Association to days the tour will cover some 4000 sentative of those that flew on the create a presence at EAA AirVenshymiles AFAs goal is to recruit 25 airshy original tours such as Travel Air ture Oshkosh 2003 to create planes that participated in the Waco Curtiss New Standard and interest and awareness of the tour original tours or represent the airshy Eaglerock among others Also For more information including craft that participated sought are aircraft that illustrate the the tour schedule and its stops

Weve been working diligently progress of aviation over the years visit wwwnationaiairtourorg

NOMINATIONS FOR EAA DIRECTORS Pursuant to the directive contained in EAAs articles of incorshy Class II Directors

poration and bylaws the president has appointed the nominating John Baugh Bob Reece committee to receive nominations for Class II Directors (threeshy Jack Harrington Alan Shackleton year terms) to replace those whose terms expire during 2003 Verne Jobst and for one Class III Director (one-year term) to fill a vacancy Nominations for these positions shall be made on official caused by the death of an incumbent nomination forms available from EAA Headquarters co Tom

The nominating committee consists of six members in good Poberezny PO Box 3086 Oshkosh WI 54903-3086 or e-mail standing Chairman Ron Scott N8708 Sky Lane Rt 1 East jreadereaaorg Nomination petition shall include a recent Troy WI 53120 Zonnie Fritsche W6305 Peninsula Court photo of the candidate and contain a brief resume of his or her Neshkoro WI 54960 Robert D Lumley 1265 S 124th Street background and experience Candidates must have been an EM Brookfield WI 53005 Ray Stits 7340 Live Oak Drive Rivershy member for the previous three consecutive years Each petition side CA 92509 Don Taylor 6109 Copper Rose NE requires a minimum of 25 signatures of EAA members in good Albuquerque NM 87111 Harry Zelsloft 2787 Leisure World standing with their EAA number and expiration date Mesa AZ 85206 Nomination petitions must be submitted to the Chairman of

Following the procedures described below send nominations the Nominating Committee Ron Scott co EAA Headquarters to the committee in accordance with the procedures described PO Box 3086 Oshkosh WI 54903-3086 no later than Februshybelow If the committee receives insufficient nominations it shall ary 27 2003 make additional nominations of its own Voting instructions and procedures will be published in a

The terms of five Class II Directors as listed below will expire forthcoming issue of EM Sport Aviation at the 2003 EAA Annual Business Meeting held in Oshkosh Wisshy Alan Shackleton consin and their successors will be elected at that meeting Secretary Experimental Aircraft Association Inc Such Directors may succeed themselves In addition to fill a vashy The Annual Business Meeting and Election will be held at the cancy created by the death of a Class III Director a successor Theater in the Woods at 1 pm CDT on Sunday August 3 2003 whose term will expire with the Class III Directors in 2004 will at Wittman Regional Airport Oshkosh Wisconsin during EAA Airshybe elected at the meeting Venture Oshkosh to be held July 29 through August 4 2003

JANUARY 2003 2

5 NATIONAL AIR TOUR PLANS MOVE FORWARD

To rekindle memories of aviations to get as many of the flying Ford Trishy Were hoping to get a Boeing 247 golden age and promote civil aviashy Motors in the US to go on this and a Sikorsky S-39 being restored by tions progress over the past century trip said tour leader and wellshy DickJackson Herrick continued the Aviation Foundation of America known aircraft collector Greg Also likely to join the tour are an Sshy(AFA) will re-create the National Air Herrick (EAA 402961) While no one 38 a DC-3 two New Standards a Tour September 8-24 2003 Held beshy is contractually obligated Herrick Stinson high-wing Tri -Motor and tween 1925 and 1931 the original said AFA has three firm Tri-Motor Herricks low-wing Stinson Tri-Motor tours departed from Ford Airportshy commitments and its possible all if its restoration is finished in time now the Ford Motor Co proving six flying Fords will join the tour This is a grass-roots effort People grounds-in Dearborn Michigan A Of all the aircraft that particishy are volunteering their time their airshypioneering aviation company in its pated in the original tours 22 are craft and at this point their own right the automaker bankrolled still on the FAA registry (including money Herrick said If sponsorshythe tours to demonstrate air travels the Monocoupe 110 on display at ship is not secured volunteers will safety and reliability the EAA AirVenture Museum which be prepared to pay their own way

Participants in the 2003 National flew in the 1930 tour) Only two of food fuel and lodging Its a huge Air Tour competition will vie for the them still fly Herricks Paramount dedication on the part of those parshyEdsel B Ford Reliability Trophy Deshy Cabinair and Steve Pitcairns PCA-2 ticipating but were working on parting from Dearborn they will Ed Marquardt is restoring a Buhl CA- resolving the financial burden (with trace the route of the 1932 tour 3C that flew the tour and it may be sponsorship) as best we can which didnt take off because of the ready to participate in the 2003 tour Herrick said hes working with Depression Visiting 27 cities in 16 AFA is now seeking aircraft represhy the Vintage Aircraft Association to days the tour will cover some 4000 sentative of those that flew on the create a presence at EAA AirVenshymiles AFAs goal is to recruit 25 airshy original tours such as Travel Air ture Oshkosh 2003 to create planes that participated in the Waco Curtiss New Standard and interest and awareness of the tour original tours or represent the airshy Eaglerock among others Also For more information including craft that participated sought are aircraft that illustrate the the tour schedule and its stops

Weve been working diligently progress of aviation over the years visit wwwnationaiairtourorg

NOMINATIONS FOR EAA DIRECTORS Pursuant to the directive contained in EAAs articles of incorshy Class II Directors

poration and bylaws the president has appointed the nominating John Baugh Bob Reece committee to receive nominations for Class II Directors (threeshy Jack Harrington Alan Shackleton year terms) to replace those whose terms expire during 2003 Verne Jobst and for one Class III Director (one-year term) to fill a vacancy Nominations for these positions shall be made on official caused by the death of an incumbent nomination forms available from EAA Headquarters co Tom

The nominating committee consists of six members in good Poberezny PO Box 3086 Oshkosh WI 54903-3086 or e-mail standing Chairman Ron Scott N8708 Sky Lane Rt 1 East jreadereaaorg Nomination petition shall include a recent Troy WI 53120 Zonnie Fritsche W6305 Peninsula Court photo of the candidate and contain a brief resume of his or her Neshkoro WI 54960 Robert D Lumley 1265 S 124th Street background and experience Candidates must have been an EM Brookfield WI 53005 Ray Stits 7340 Live Oak Drive Rivershy member for the previous three consecutive years Each petition side CA 92509 Don Taylor 6109 Copper Rose NE requires a minimum of 25 signatures of EAA members in good Albuquerque NM 87111 Harry Zelsloft 2787 Leisure World standing with their EAA number and expiration date Mesa AZ 85206 Nomination petitions must be submitted to the Chairman of

Following the procedures described below send nominations the Nominating Committee Ron Scott co EAA Headquarters to the committee in accordance with the procedures described PO Box 3086 Oshkosh WI 54903-3086 no later than Februshybelow If the committee receives insufficient nominations it shall ary 27 2003 make additional nominations of its own Voting instructions and procedures will be published in a

The terms of five Class II Directors as listed below will expire forthcoming issue of EM Sport Aviation at the 2003 EAA Annual Business Meeting held in Oshkosh Wisshy Alan Shackleton consin and their successors will be elected at that meeting Secretary Experimental Aircraft Association Inc Such Directors may succeed themselves In addition to fill a vashy The Annual Business Meeting and Election will be held at the cancy created by the death of a Class III Director a successor Theater in the Woods at 1 pm CDT on Sunday August 3 2003 whose term will expire with the Class III Directors in 2004 will at Wittman Regional Airport Oshkosh Wisconsin during EAA Airshybe elected at the meeting Venture Oshkosh to be held July 29 through August 4 2003

JANUARY 2003 2

EAA SPORTAIR TEACHES AIRshy

CRAFT CONSTRUCTION

If youre thinking about building or restoring an airshycraft learn how at an EAA SportAir Workshop Workshops cover the gamut of needed skills in all construction methshyods-from sheet metal and composites to welding woodshywork 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 SportshyAir instructors are among the best in their fields Gas welding instructor Richard Finch has published two must-have books Performance Welding and Welders Handbook and shares every SportAir instructors deshysire to help students develop their skills

Depending on the course tushyition for EAA members ranges from $99 to $359 For more inshyformation or to enroll visit wwwsportaircom or call 800-967shy5746 See an abreviated schedule list in the ad on page 24

EAA AIRVENTURE 2003

100 YEARS OF POWERED

FLIGHT

The worlds largest general aviashytion gathering-EAA AirVenture Oshkosh-will celebrate powered flights first century from July 29 through August 4 ~

2003 at Wittman ~ Regional Airport in YJ-Oshkosh Wiscon- 1IRVENTURE sin The logo for 0 S H K 0 S H bull zoOJ

EAAs 51st annual ~ convention conveys this theme Deshysigned by EAAs graphics staff the logo features a stylized 100 and 1903 Wright Flyer above the EAA AirVenture Oshkosh illustration The 100 represents the EAA AirVenshyture 2003 theme and the Flyer is a tribute to the Wrights and all the early pioneers of aviation

2002 VOLUNTEERS OF THE YEAR

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 conshytributions Each year we highlight these volunteer efforts by presenting the Volunteers of the Year awards Congratulations to our four volunshyteers of the year and thank you

VAA Director Steve Nesse left presents Clair Dahl is presented his Meritorious the first of two new Meritorious Service Volshy Service award by VAA Vice-President unteer awards to Craig Baumgardner George Daubner

Clair and Craig were key volunteers for the launch of the VAA Tall Pines Cafe which served more than 2500 breakfasts during EM AirVenture

The Behind the Scenes Volunteer of the Year award went to the VAAs 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 Museums staff is looking for Boeing B-17 bomb bay door gearboxes so EAAs Aluminum Overcast can fully live its history by opening and closing its doors in flight Without the gearboxes part numbers 65-4104-504 and 59shy2018-500 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 rtwellmaneaaorg or 920-426-5917

The Flight Line Volunteer of the Year Thomas Taylor gets some good-natured ribshybing 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 wwwaviationfuelorg

presents gallons of information on

using automotive fuel in certifishy

cated aircraft Besides comshy

prehensive articles answers to freshy

quently asked questions and

safety tips it offers electronic Supshy

plemental Type Certificate (STC)

applications for your convenience

VINTAGE AIRPLANE 3

- --

VAAs Friends of The Red Barn VAA 2003 Convention Fund Raising Program

The Vintage Aircraft Association is a major particishy Airplane magazine and on a special display at the VAA pant in the Worlds Largest Annua l Sport Aviation Red Barn You will also be presented with a special Event - EAA AirVenture Oshkosh The Vintage Divishy name badge recognizing your level of participation sion hosts and parks over 2000 vintage airplanes each During AirVenture youll have access to the Red Barn year from the Red Barn area of Wittman Field south to Volunteer Center a nice place to cool off the perimeter of the airport Gold Level contributors will also receive a pair of

The financial support for the various activities in certificates each good for a flight on their choice of connection with the weeklong event in the VAA Red EAAs Ford Trimotor or New Standard Biplane reshyBarn area has been principally derived from the Vinshy deemable during AirVenture or during the summer tage Aircraft Association s general income fund flying season at Pioneer Airport Silver Level contribushyStarting in 2002 the Vintage Board elected to more tors will receive one certificate for a flight on their properly underwrite the annual Vintage Red Barn area choice of one of the two planes Convention activities from a yearly special convenshy This is a grand opportunity for all Vintage members tion support fund This effort is the VAAs Friends of to join together as key financial supporters of the Vinshythe Red Barn program tage Division It will be a truly rewarding experience

This fund raising program is an annual affair beginshy for each of us as individuals to be part of supporting ning each year on July 1 and ending June 30 of the the finest gathering of Antique Classic and Contemshyfollowing year This years campaign is well underway porary airplanes in the world with contributions already arriving here at VAA HQ Wont you please join those of us who recognize the Our thanks to those of you who have already sent in tremendously valuable key role the Vintage Aircraft Assoshyyour 2003 contributions ciation has played in preserving the great grass roots and

You can join in as well There will be three levels of general aviation airplanes of the last 100 years Your gifts and gift recognition participation in EAAs Vintage Aircraft Association

Vintage Gold Level - $60000 and above gift Friends of the VAA Red Barn will help insure the very Vintage Silver Level - $30000 gift finest in AirVenture Oshkosh Vintage Red Barn programs Vintage Bronze Level - $10000 gift For those of you who wish to contribute weve Each contribution at one of these levels entitles included a copy of the contribution form Feel free

you to a Certificate of Appreciation from the Division to copy it and mail it to VAA headquarters with Your name will be listed as a contributor in Vintage your donation Thank you

----~--- - - - -- - --- - - --- -------- -- ---- - --- - ----- - ---- - - - ---- ---- - - --- - -- - -- -------- - - - --- --- --- - - -- -- -- - --

2003 VAA Friends of the Red Barn Name ______________________________________________ EAA_______________VAA ______________

Address____________________________________________________________________________________

Ci ty StateZip_______________________________________________________________________________

Phone_____________________________________E-Mail ___________________________________________

Please choose your level of participation

_ Vintage Gold Level Friend - $60000 Mail your contribution to _ Vintage Silver Level Friend - $30000 EAA _ Vintage Bronze Level Friend - $10000 VINTAGE AIRCRAFT ASSOC o Payment Enclosed o Please Charge my credit card (below) PO Box 3086 Credit Card Number ______________________ Expiration Date _______ OSHKOSH WI 54903-3086 Signature______________________________

00 you or your spouse work for a matching gift company If so this gift may quali fy for a matching donation Please ask your Human Reshysources department for the appropriate form NameofCompany _________________________

The Vintage Aircraft Association is a non-profit educational organization under IRS 501 c3 rules Under Federal Law the deduction from Federal In shycome tax for charitable contributions is limited to the amount by which any money (and 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

4 JANUARY 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 intershy

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 radishy

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 airshy

craft available WWI surplus open-cockpit

biplanes we had not the slightest suspishy

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 alshy

most completely replace the railroads and

steamships for worldwide travel would

have marked us as wild daffy visionaries

Right now we are nearing the technolshy

ogy for trajectory travel acrossmiddot oceans

with air-breathing engines to put the vehishy

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 dont 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 avishy

ation has produced by far the safest

worldwide travel in history we do have seshy

rious accidents Accidents due to crew

mistakes are gradually being reduced by

advanced training and procedures Accishy

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 vehishy

cles developed outside of aviation technology We cannot depend forever 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 Dont 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 sigshy

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 enshy

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-reshy

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 airshy

craft in and out of the areas than with the

present manual control of the aircraft I reshy

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 estabshy

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 eishy

ther gasoline or kerosene

The helicopter has been a phenomenal

development since WWII but a disappointshy

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 enshy

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 Nashy

tional Air and Space Museum

If large numbers of small private airshy

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 altishy

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 5

THE TINKERERS TUG Sometimes a project distraction can keep

Homebuilders and restorers recognize some of the words that other non-aviashy

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 homeshybuilder reading this knows exactly what I mean Every aircraft project out there has at least one little inshynovation that has been agonized over and over and over Maybe we use a little tinkering to distract our thoughts temporarily from the teshydium of a long drawn-out project or perhaps our creativity can only be stifled so long before another idea begs for a little attention Reshygardless 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 tracshytor Most of you are probably not familiar with Steiner and its equipshyment but its tractors have two distinctive characteristics that blend well with this idea First Steiner tractors have a very conshyveni ent method of attaching implements and this tug can be removed from the tractor in litershyally 10 seconds (photo 2) Then I just drive across the building and pick up the 60-inch mower deck without getting off the seat Secshyond these tractors steer by pivoting in the middle (articulated steerin g) which allows the left-

JANUARY 2003

you moving forward GARY CONTNER OD

right positioning of the tug on the tail whee l without any forward motion This feature is t h e prishymary reason that this tug works so effortlessly

The tug is very simple and conshysists of two arms (3-12 by 1-34 steel light wall tubing) which exshy

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 up against the rear face of the tailwheel The right arm pivots near the front of the tractor alshylow ing t h e forward end to be

6

opened toward the right Opening is accomplished by pulling the acshytuating 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 forshyward the right arm pivots closed which captures the wheel from the front and rear (photo 4) The wheel is then lifted using the hyshydraulic front lift on the tractor and the plane can be effortlessly pushed or pulled

The right arm of the tug is adshyjustable 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 RVs 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 Ill let other Master Tinkerers out there address that one This whole conshycept might work with other types of tractors but I cant imagine how it could work any better than with the Steiner If you are going to be in the market for a multiuse tractormower 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 peoples 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 Ive used the tug to push it out into the sunshylight I keep hearing Wow that tug is so cool let me look at that can I drive it Oh yeah your airplanes pretty nice too

Anyone is welcome to come see this tug E-mail me at eyedociogannet and I will be glad to send you the lat-Ion coshyordinates for my airstrip in west-central Ohio

VINTAGE AIRPLANE 7

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 intershy

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 radishy

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 airshy

craft available WWI surplus open-cockpit

biplanes we had not the slightest suspishy

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 alshy

most completely replace the railroads and

steamships for worldwide travel would

have marked us as wild daffy visionaries

Right now we are nearing the technolshy

ogy for trajectory travel acrossmiddot oceans

with air-breathing engines to put the vehishy

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 dont 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 avishy

ation has produced by far the safest

worldwide travel in history we do have seshy

rious accidents Accidents due to crew

mistakes are gradually being reduced by

advanced training and procedures Accishy

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 vehishy

cles developed outside of aviation technology We cannot depend forever 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 Dont 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 sigshy

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 enshy

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-reshy

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 airshy

craft in and out of the areas than with the

present manual control of the aircraft I reshy

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 estabshy

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 eishy

ther gasoline or kerosene

The helicopter has been a phenomenal

development since WWII but a disappointshy

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 enshy

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 Nashy

tional Air and Space Museum

If large numbers of small private airshy

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 altishy

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 5

THE TINKERERS TUG Sometimes a project distraction can keep

Homebuilders and restorers recognize some of the words that other non-aviashy

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 homeshybuilder reading this knows exactly what I mean Every aircraft project out there has at least one little inshynovation that has been agonized over and over and over Maybe we use a little tinkering to distract our thoughts temporarily from the teshydium of a long drawn-out project or perhaps our creativity can only be stifled so long before another idea begs for a little attention Reshygardless 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 tracshytor Most of you are probably not familiar with Steiner and its equipshyment but its tractors have two distinctive characteristics that blend well with this idea First Steiner tractors have a very conshyveni ent method of attaching implements and this tug can be removed from the tractor in litershyally 10 seconds (photo 2) Then I just drive across the building and pick up the 60-inch mower deck without getting off the seat Secshyond these tractors steer by pivoting in the middle (articulated steerin g) which allows the left-

JANUARY 2003

you moving forward GARY CONTNER OD

right positioning of the tug on the tail whee l without any forward motion This feature is t h e prishymary reason that this tug works so effortlessly

The tug is very simple and conshysists of two arms (3-12 by 1-34 steel light wall tubing) which exshy

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 up against the rear face of the tailwheel The right arm pivots near the front of the tractor alshylow ing t h e forward end to be

6

opened toward the right Opening is accomplished by pulling the acshytuating 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 forshyward the right arm pivots closed which captures the wheel from the front and rear (photo 4) The wheel is then lifted using the hyshydraulic front lift on the tractor and the plane can be effortlessly pushed or pulled

The right arm of the tug is adshyjustable 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 RVs 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 Ill let other Master Tinkerers out there address that one This whole conshycept might work with other types of tractors but I cant imagine how it could work any better than with the Steiner If you are going to be in the market for a multiuse tractormower 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 peoples 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 Ive used the tug to push it out into the sunshylight I keep hearing Wow that tug is so cool let me look at that can I drive it Oh yeah your airplanes pretty nice too

Anyone is welcome to come see this tug E-mail me at eyedociogannet and I will be glad to send you the lat-Ion coshyordinates for my airstrip in west-central Ohio

VINTAGE AIRPLANE 7

THE TINKERERS TUG Sometimes a project distraction can keep

Homebuilders and restorers recognize some of the words that other non-aviashy

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 homeshybuilder reading this knows exactly what I mean Every aircraft project out there has at least one little inshynovation that has been agonized over and over and over Maybe we use a little tinkering to distract our thoughts temporarily from the teshydium of a long drawn-out project or perhaps our creativity can only be stifled so long before another idea begs for a little attention Reshygardless 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 tracshytor Most of you are probably not familiar with Steiner and its equipshyment but its tractors have two distinctive characteristics that blend well with this idea First Steiner tractors have a very conshyveni ent method of attaching implements and this tug can be removed from the tractor in litershyally 10 seconds (photo 2) Then I just drive across the building and pick up the 60-inch mower deck without getting off the seat Secshyond these tractors steer by pivoting in the middle (articulated steerin g) which allows the left-

JANUARY 2003

you moving forward GARY CONTNER OD

right positioning of the tug on the tail whee l without any forward motion This feature is t h e prishymary reason that this tug works so effortlessly

The tug is very simple and conshysists of two arms (3-12 by 1-34 steel light wall tubing) which exshy

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 up against the rear face of the tailwheel The right arm pivots near the front of the tractor alshylow ing t h e forward end to be

6

opened toward the right Opening is accomplished by pulling the acshytuating 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 forshyward the right arm pivots closed which captures the wheel from the front and rear (photo 4) The wheel is then lifted using the hyshydraulic front lift on the tractor and the plane can be effortlessly pushed or pulled

The right arm of the tug is adshyjustable 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 RVs 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 Ill let other Master Tinkerers out there address that one This whole conshycept might work with other types of tractors but I cant imagine how it could work any better than with the Steiner If you are going to be in the market for a multiuse tractormower 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 peoples 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 Ive used the tug to push it out into the sunshylight I keep hearing Wow that tug is so cool let me look at that can I drive it Oh yeah your airplanes pretty nice too

Anyone is welcome to come see this tug E-mail me at eyedociogannet and I will be glad to send you the lat-Ion coshyordinates for my airstrip in west-central Ohio

VINTAGE AIRPLANE 7

opened toward the right Opening is accomplished by pulling the acshytuating 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 forshyward the right arm pivots closed which captures the wheel from the front and rear (photo 4) The wheel is then lifted using the hyshydraulic front lift on the tractor and the plane can be effortlessly pushed or pulled

The right arm of the tug is adshyjustable 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 RVs 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 Ill let other Master Tinkerers out there address that one This whole conshycept might work with other types of tractors but I cant imagine how it could work any better than with the Steiner If you are going to be in the market for a multiuse tractormower 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 peoples 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 Ive used the tug to push it out into the sunshylight I keep hearing Wow that tug is so cool let me look at that can I drive it Oh yeah your airplanes pretty nice too

Anyone is welcome to come see this tug E-mail me at eyedociogannet and I will be glad to send you the lat-Ion coshyordinates for my airstrip in west-central Ohio

VINTAGE AIRPLANE 7

The old white and blue Tayshylorcraft 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 unshylatches 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 crossshywind 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 todays lesson The aircrafts a 1946 model with a narrow 1941 door Maybe pishylots were smaller in 1941 Guess well find out wont 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 dont 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

8

Puller 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 shes hot calls Armond Brakes Brakes With one mighty swish Don

pulls the propeller down the magshynetos clink and with a puff the stiff Continental awakens Don jumps off to the side his white hair blowshying 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 Im sure theyd polish up nicely but then their character would disappear

Armond clicks a long fingernail against the temperature gauge Its 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 isnt enough power yet to move the wheels out of the soft hollows they sit in We sit there a few minutes the engines lifters and magnetos clicking still protestshying 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 throtshytle 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 its the windshield the fabric the fitshytings 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 isnt 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 cant see it move it feels okay The sun is bright and hot on my face My hands are a little slipshypery on the wheel The oil temperature gauge reads 75 degrees

I think we can go now says Arshymond I nod give her power gingerly press the right rudder pedal and motor up the embankment to the sad runway The plane feels like its tipping over but I know it wont I nudge the tail around and point the nose down the runway I cant see the horizon over the cowl but I know its 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 throtshytle to the stops The old Continental roars The grass starts rolling beshyneath 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 rudshyder to keep her straight The plane begins to skip she wants to fly Genshytly 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 harmshylessly 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 altishytude in the criSp morning air The airplane tells me shes ready I guess I am too

VINTAGE AIRPLANE 9

PASS IT TO BUCK BY EE BUCK HILBERT EAA 21 VAA 5

Have you ever had a forced landshying Was it a piece of cake or a luck-out

In all my flying of old airplanes now considered antiques Ive had five I was lucky I didnt 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 myshyself 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

Lets go back to 1938 when I was first introduced to the wonshyderful world of airplane flying We had a great variety of engines in those days There were still some of the old Curtiss OX-5s flyshying 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 Lyshycomings and even a 75-hp geared Lycoming followed by the Contishynental 80 About that time Franklin came out with a 90 to supplement their line of fourshycylinder 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 alshyways had a place to land in your

10 JANUARY 2003

PO Box 424 UNION IL 60180

Forced landing

mind when you were out of the pattern You found yourself sizing up each and every fi eld that looked suitable for a landing and planshyning in your mind how youd 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 developshyment 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 youd better be spring loaded for disasshyter 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 enshytered and won a race and then flew home again Now that was an acshy

complishment unheard of But lets review how the training

went back in those days First on the list was Fly the

plane Practice of the four fundashymentals (Climb Turn Straight and Level and Glide) was really emshyphasized 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 attishytude 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 wasnt 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 couldnt 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 enshygine 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 difshyferent outlook than the Navy Whenever Navy pilots had a probshylem 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 airshyplane 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 probshylem but dont forget you have got to land

All approaches in those days were I80-degree side approaches power off In some cases a 90-deshygree 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 mashyneuvers 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 2000 feet or 5000 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 altishytude the choice was to spiral down upwind of the field wed picked until we were at pattern altitude and then to fly the normal powershyoff side approach to a landing

If we were already at pattern alshytitude 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 dishyrection is a must Knowing the feel of your airplane in a normal power-off glide is another Knowshying 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 incishydent 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

INTRODUCING

EAA Flight Planner m

EAA in an agreement with AeroPlannercom is pleased to announce

an exciting new Membership benefit for EAA Members EAA Flight Planner Take advantage of the newest

Member beneHt by headng aver to C ~) wwweaaorgClick on the Register Now

link get registered and log onto r A111 TM Flight Planner to plan your next flight

FREE FOR EAA MEMBERS EAA Flight Planner

bull Files stores and retrieves your bull Checks weather along your route flight plans with or without DUATS

bull Calculates weight and balance bull View and print IFR approach plates

bull Stores multiple aircraft profiles bull Displays your flight plan on an

interactive sectional map

bull Provides a flight planning Wizard for more flexibility

bull Auto-route based on your preferences

bull Checks NOTAMs TFRs and MOAs along your route

-~shyMaximize Yaur MembershipbullFLIGHT Check Out the EAA Flight Planner

PLANNER at wwweaaorg Todayl

VINTAGE AIRPLANE 1 1

Puller 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 shes hot calls Armond Brakes Brakes With one mighty swish Don

pulls the propeller down the magshynetos clink and with a puff the stiff Continental awakens Don jumps off to the side his white hair blowshying 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 Im sure theyd polish up nicely but then their character would disappear

Armond clicks a long fingernail against the temperature gauge Its 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 isnt enough power yet to move the wheels out of the soft hollows they sit in We sit there a few minutes the engines lifters and magnetos clicking still protestshying 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 throtshytle 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 its the windshield the fabric the fitshytings 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 isnt 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 cant see it move it feels okay The sun is bright and hot on my face My hands are a little slipshypery on the wheel The oil temperature gauge reads 75 degrees

I think we can go now says Arshymond I nod give her power gingerly press the right rudder pedal and motor up the embankment to the sad runway The plane feels like its tipping over but I know it wont I nudge the tail around and point the nose down the runway I cant see the horizon over the cowl but I know its 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 throtshytle to the stops The old Continental roars The grass starts rolling beshyneath 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 rudshyder to keep her straight The plane begins to skip she wants to fly Genshytly 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 harmshylessly 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 altishytude in the criSp morning air The airplane tells me shes ready I guess I am too

VINTAGE AIRPLANE 9

PASS IT TO BUCK BY EE BUCK HILBERT EAA 21 VAA 5

Have you ever had a forced landshying Was it a piece of cake or a luck-out

In all my flying of old airplanes now considered antiques Ive had five I was lucky I didnt 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 myshyself 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

Lets go back to 1938 when I was first introduced to the wonshyderful world of airplane flying We had a great variety of engines in those days There were still some of the old Curtiss OX-5s flyshying 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 Lyshycomings and even a 75-hp geared Lycoming followed by the Contishynental 80 About that time Franklin came out with a 90 to supplement their line of fourshycylinder 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 alshyways had a place to land in your

10 JANUARY 2003

PO Box 424 UNION IL 60180

Forced landing

mind when you were out of the pattern You found yourself sizing up each and every fi eld that looked suitable for a landing and planshyning in your mind how youd 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 developshyment 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 youd better be spring loaded for disasshyter 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 enshytered and won a race and then flew home again Now that was an acshy

complishment unheard of But lets review how the training

went back in those days First on the list was Fly the

plane Practice of the four fundashymentals (Climb Turn Straight and Level and Glide) was really emshyphasized 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 attishytude 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 wasnt 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 couldnt 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 enshygine 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 difshyferent outlook than the Navy Whenever Navy pilots had a probshylem 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 airshyplane 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 probshylem but dont forget you have got to land

All approaches in those days were I80-degree side approaches power off In some cases a 90-deshygree 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 mashyneuvers 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 2000 feet or 5000 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 altishytude the choice was to spiral down upwind of the field wed picked until we were at pattern altitude and then to fly the normal powershyoff side approach to a landing

If we were already at pattern alshytitude 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 dishyrection is a must Knowing the feel of your airplane in a normal power-off glide is another Knowshying 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 incishydent 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

INTRODUCING

EAA Flight Planner m

EAA in an agreement with AeroPlannercom is pleased to announce

an exciting new Membership benefit for EAA Members EAA Flight Planner Take advantage of the newest

Member beneHt by headng aver to C ~) wwweaaorgClick on the Register Now

link get registered and log onto r A111 TM Flight Planner to plan your next flight

FREE FOR EAA MEMBERS EAA Flight Planner

bull Files stores and retrieves your bull Checks weather along your route flight plans with or without DUATS

bull Calculates weight and balance bull View and print IFR approach plates

bull Stores multiple aircraft profiles bull Displays your flight plan on an

interactive sectional map

bull Provides a flight planning Wizard for more flexibility

bull Auto-route based on your preferences

bull Checks NOTAMs TFRs and MOAs along your route

-~shyMaximize Yaur MembershipbullFLIGHT Check Out the EAA Flight Planner

PLANNER at wwweaaorg Todayl

VINTAGE AIRPLANE 1 1

PASS IT TO BUCK BY EE BUCK HILBERT EAA 21 VAA 5

Have you ever had a forced landshying Was it a piece of cake or a luck-out

In all my flying of old airplanes now considered antiques Ive had five I was lucky I didnt 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 myshyself 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

Lets go back to 1938 when I was first introduced to the wonshyderful world of airplane flying We had a great variety of engines in those days There were still some of the old Curtiss OX-5s flyshying 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 Lyshycomings and even a 75-hp geared Lycoming followed by the Contishynental 80 About that time Franklin came out with a 90 to supplement their line of fourshycylinder 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 alshyways had a place to land in your

10 JANUARY 2003

PO Box 424 UNION IL 60180

Forced landing

mind when you were out of the pattern You found yourself sizing up each and every fi eld that looked suitable for a landing and planshyning in your mind how youd 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 developshyment 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 youd better be spring loaded for disasshyter 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 enshytered and won a race and then flew home again Now that was an acshy

complishment unheard of But lets review how the training

went back in those days First on the list was Fly the

plane Practice of the four fundashymentals (Climb Turn Straight and Level and Glide) was really emshyphasized 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 attishytude 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 wasnt 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 couldnt 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 enshygine 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 difshyferent outlook than the Navy Whenever Navy pilots had a probshylem 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 airshyplane 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 probshylem but dont forget you have got to land

All approaches in those days were I80-degree side approaches power off In some cases a 90-deshygree 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 mashyneuvers 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 2000 feet or 5000 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 altishytude the choice was to spiral down upwind of the field wed picked until we were at pattern altitude and then to fly the normal powershyoff side approach to a landing

If we were already at pattern alshytitude 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 dishyrection is a must Knowing the feel of your airplane in a normal power-off glide is another Knowshying 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 incishydent 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

INTRODUCING

EAA Flight Planner m

EAA in an agreement with AeroPlannercom is pleased to announce

an exciting new Membership benefit for EAA Members EAA Flight Planner Take advantage of the newest

Member beneHt by headng aver to C ~) wwweaaorgClick on the Register Now

link get registered and log onto r A111 TM Flight Planner to plan your next flight

FREE FOR EAA MEMBERS EAA Flight Planner

bull Files stores and retrieves your bull Checks weather along your route flight plans with or without DUATS

bull Calculates weight and balance bull View and print IFR approach plates

bull Stores multiple aircraft profiles bull Displays your flight plan on an

interactive sectional map

bull Provides a flight planning Wizard for more flexibility

bull Auto-route based on your preferences

bull Checks NOTAMs TFRs and MOAs along your route

-~shyMaximize Yaur MembershipbullFLIGHT Check Out the EAA Flight Planner

PLANNER at wwweaaorg Todayl

VINTAGE AIRPLANE 1 1

death If you were headed for an obstacle you couldnt 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 enshygine 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 difshyferent outlook than the Navy Whenever Navy pilots had a probshylem 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 airshyplane 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 probshylem but dont forget you have got to land

All approaches in those days were I80-degree side approaches power off In some cases a 90-deshygree 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 mashyneuvers 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 2000 feet or 5000 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 altishytude the choice was to spiral down upwind of the field wed picked until we were at pattern altitude and then to fly the normal powershyoff side approach to a landing

If we were already at pattern alshytitude 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 dishyrection is a must Knowing the feel of your airplane in a normal power-off glide is another Knowshying 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 incishydent 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

INTRODUCING

EAA Flight Planner m

EAA in an agreement with AeroPlannercom is pleased to announce

an exciting new Membership benefit for EAA Members EAA Flight Planner Take advantage of the newest

Member beneHt by headng aver to C ~) wwweaaorgClick on the Register Now

link get registered and log onto r A111 TM Flight Planner to plan your next flight

FREE FOR EAA MEMBERS EAA Flight Planner

bull Files stores and retrieves your bull Checks weather along your route flight plans with or without DUATS

bull Calculates weight and balance bull View and print IFR approach plates

bull Stores multiple aircraft profiles bull Displays your flight plan on an

interactive sectional map

bull Provides a flight planning Wizard for more flexibility

bull Auto-route based on your preferences

bull Checks NOTAMs TFRs and MOAs along your route

-~shyMaximize Yaur MembershipbullFLIGHT Check Out the EAA Flight Planner

PLANNER at wwweaaorg Todayl

VINTAGE AIRPLANE 1 1

Communication

In cooperation with NAFI the National Association ofFlight Instructors a new column is beshying added to Vintage Airplane

Please welcome Doug Stewart a NAFI Master Instructor who flies out ofGreat Barrington Massashychusetts Doug regularly instructs in a Piper PA-12 Super Cruiser and has given more than 6500 hours ofdual instruction

-Editor

Operating out of a nontowshyered 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 forshyever 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 nontowered airports or anywhere else that a common traffic advisory frequency (CTAF) might be used such as in the New York VFR corrishydor 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 reshyspond in kind if we are to have true dialogue or communication It entails reception as well as transshymission I am sure that we all understand this concept

12 JANUARY 2003

DOUG STEWART NAFI MASTER INSTRUCTOR

Yet how often it is that we hear over the UNICOM frequency Hey Podunk Airport whats the active today Unfortunately this has just been preceded by three pilots anshynouncing 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 idenshytify themselves with nothing more than a tail number In the towered environment this is essential Withshyout tail numbers how else could ATC provide and maintain separashytion 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 formashytion flight Or perhaps youre Chuck Yeager and can read tail numbers from a mile away Knowshying a tail number could help but for the vast majority of us knowing a tail number does nothing in helpshying 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 shydragger 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 wonshyder Out where Out to lunch

Remember that when tower conshytrollers ask you to report three out they already know from which direction you are approaching their airport Heres what would be much more helpful as a position report to the CTAF of a nontowered airport Podunk traffic red and white Sushyper 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 3500 feet Podunk traffic This way I know where you are three-dimenshySionally 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 beshyhooves 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 dont talk about non-icon airplanes like Rearshywins very often either Enter Dick Weeden of Brodhead Wisconsin and his Rearwin Sportster This is the kind of antique airplane project

1 4 JANUARY 2003

more people can relate to because it wasnt glued together with cash It was fashioned from equal amounts of passion and determishynation 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 imshymediately put his mechanic experience to work on agricultural

equipment Manure spreaders among other things Not very glamshyorous 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 avishyation 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 didnt get a lot of flying done at the time

I was a determined kid howshyever It was eight miles each way and Id 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 AampP under the GI Bill more to use up the money than anything else but my flying was held back by things like food

There was exactly one airshyplane based there

He went to work for Bill Knight at Knight Manufacshyturing and it was pure happenstance that Knight and Kent joranlein were rebuilding a Taylorcraft That was one of the ways Dick got back into aviashytion he became the AampP mechanic on the project

By the early 1970s inshyterest 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 vinshytage airplanes-except that when he was first turned on to them they werent 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 fishy 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 certifishy and didnt even realize it I hadnt cate he had been living in Brodshy changed but the world sure had head for a few years Today Brodshy As he got back into aviation he head is known as a sportvintage decided he wanted a true antique aircraft haven but it hasnt always airplane something made in the been that way 1930s because he still saw most of

When I moved up there in 69 the postwar airplanes of his youth as it was a dead airport Totally dead used airplanes The 70 hp LeBlond motor is pretty

rare but a round engine was top of Dick s list in desirable features for Dick Weeden is thrilled to aviate in the Sportster which the airplane he wanted to restore he says is flying today thanks to the help given to him

by over 20 friends

VINTAGE AIRPLAN E 15

I didnt start out looking for a Rearwin but I knew I wanted a round motor Also there were some financial constraints so I knew I couldnt 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 $1500 for it

We bought it from Vi Kapler who was an associate of Bernie Pietenpol Dick recalled I later bought out Buds half He was buildshying a Hatz and already had a Luscombe and felt he didnt 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 wasnt 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 farmers field And when I found it it had

16 JANUARY 2003

only one wing and that was only good for patterns although the fitshytings for both wings were there The tail and landing gear were included but they were really rusty and the fuselage had buckshot dents in varishyous places

liThe good news was that the airshyplane 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 genershyate 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 hed sell it to me Im not certain he understood how he could sell something he didnt 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 surshy

prised him but it was obvious he was going to need more than just a little patching up

liAs youd expect the rear longerons were in bad shape and the buckshot had made a mess out of parts of it The firewall station tubing wasnt rusted through but it didnt look very good so it had to go too By the time I was done Id 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 inshyevitably earn far more than their

Light Sport Aircraft

portunities for them to own or rent aircraft ----------------------------

Sport PilotLight-Sport Aircraft at a Glance Just heard about the sport pilot proposal Heres a quick review of what the proshyposed rule offers First the proposal would establish a new pilot rating to be called sport pilot which would allow such pishylots to operate in day VFR (visual flight rules) conditions flying lightweight airshycraft This will make access to flying easshyier for the following reasons 1 New pilots seeking asport pilot certificate

will be able to learn how to fly powered aircraft (fixed-wing airplanes weight-shift trikes powered parachutes gyroplanes or airships) in as little as 20 hours of flight instruction or 1 0 hours for unpowered gliders saving both time and money All time logged as asport pilot can be applied toward higher ratings

2 Sport pilots will be able to use avalid drishyvers license as their medical certification eliminating the expense required to pass an FAA medical exam

3 Private pilots or higher can fly any lightshysport aircraft in the categories and classes for which they are rated creating more opshy

4 Private pilots or higher may also choose to exercise the privileges of a sport pilot

and operate any sport-pilot eligible airshycraft in the categories or classes in which they are rated using their valid drivers lishycense or third-class medical as their medshyical certification

5 Less expensive ready-to-fly aircraft than those currently offered in the certificated market will be available Aircraft kits of any percentage of completion will be available in the proposed experimental light-sport airshycraft category

In the sport pilot notice of proposed rulemakshying (NPRM) that was published in January 2002 FAA proposed that apilot exercising the privileges of asport pilot could fly any

Whats the Status of the Rule EM stresses importance of sport pilot rule to new administrator

In October FAA advised EAA that it was nearing completion of the sport p ilot fin al rule an d an ticipated t ran sferring it to the Department of Transportation (DOT) by the end of 2002 DOT will have 90 days to

complete its review Following DOT approval the rule will go to the Office of Management and Budget (OMB) Like DOT OMB will have 90 days to complete its review Previously DOT and OMB had 60-day review periods that timeframe has been extended because of increased workloads related to security issues FAA will be providing briefings to DOT and OMB in the hope of reducing the length of those review periods

By Congressional mandate FAA must fina lize this rule no later than 16 months after the closing of th e comment period for the notice of proshyposed rulemaking (NPRM) For the sport pilot rule the 16-month deadline ends in September 2003 While finalizing the rule the FAA sport pilot team is also actively developing many of the support materials that will be necessary for the implementation of the rule

On October 21 EAA Executive Vice President Bob Warner met with new FAA Administrator Marion Blakey During that meeting Warner undershyscored the sign ificance of the sport pilotlight-sport aircraft (SPLSA) regushylatory package and the importance of FAA completing the final stretch of its multi-year investment in this effort In addition EAA continues to stress the importance of this rulemaking project to the DOT

two-place single engine (nonturbine) unpresshysurized aircraft that has 1 A maximum gross takeoff weight of 1232

pounds or less or 660 pounds if a lightershythan-air aircraft

2 A maximum stall speed in the landing conshyfiguration of 44 mph or less

3 A maximum stall speed without the use of lift-enhancement devices of 51 mph or less

4 A maximum speed in level flight at maxishymum continuous power of 132 mph

5 Afixed-pitch or ground-adjustable propeller 6 Afixed landing gear except in the case of

seaplanes which may have repositionable landing gear

During the comment period for this NPRM which closed in ear1y May the FAA received

2754 comments many of which suggested changes to these parameters FAA has stated that many of those comments demonstrated valid concerns and has indicated that some changes will be made as aresult of those puir lic comments However those changes will not be known until the final rule is issued Sport-pilot eligible aircraft may be certificated as an experimental amateur-built aircraft aprishymary category aircraft or astandard category aircraft In addition sport pilots may operate aircraft that will be certificated in the proposed new experimental light-sport aircraft and spashyciallight-sport aircraft categories

More details about the SPlSA proposal can be found on EAAs sport pilot website wwwsportpiotorg

wwwsportpilotorg 1

Dick Weeden Brodhead Wisconsin

pile to call it a basket case much less an airplane project We dont talk about non-icon airplanes like Rearshywins very often either Enter Dick Weeden of Brodhead Wisconsin and his Rearwin Sportster This is the kind of antique airplane project

1 4 JANUARY 2003

more people can relate to because it wasnt glued together with cash It was fashioned from equal amounts of passion and determishynation 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 imshymediately put his mechanic experience to work on agricultural

equipment Manure spreaders among other things Not very glamshyorous 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 avishyation 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 didnt get a lot of flying done at the time

I was a determined kid howshyever It was eight miles each way and Id 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 AampP under the GI Bill more to use up the money than anything else but my flying was held back by things like food

There was exactly one airshyplane based there

He went to work for Bill Knight at Knight Manufacshyturing and it was pure happenstance that Knight and Kent joranlein were rebuilding a Taylorcraft That was one of the ways Dick got back into aviashytion he became the AampP mechanic on the project

By the early 1970s inshyterest 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 vinshytage airplanes-except that when he was first turned on to them they werent 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 fishy 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 certifishy and didnt even realize it I hadnt cate he had been living in Brodshy changed but the world sure had head for a few years Today Brodshy As he got back into aviation he head is known as a sportvintage decided he wanted a true antique aircraft haven but it hasnt always airplane something made in the been that way 1930s because he still saw most of

When I moved up there in 69 the postwar airplanes of his youth as it was a dead airport Totally dead used airplanes The 70 hp LeBlond motor is pretty

rare but a round engine was top of Dick s list in desirable features for Dick Weeden is thrilled to aviate in the Sportster which the airplane he wanted to restore he says is flying today thanks to the help given to him

by over 20 friends

VINTAGE AIRPLAN E 15

I didnt start out looking for a Rearwin but I knew I wanted a round motor Also there were some financial constraints so I knew I couldnt 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 $1500 for it

We bought it from Vi Kapler who was an associate of Bernie Pietenpol Dick recalled I later bought out Buds half He was buildshying a Hatz and already had a Luscombe and felt he didnt 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 wasnt 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 farmers field And when I found it it had

16 JANUARY 2003

only one wing and that was only good for patterns although the fitshytings for both wings were there The tail and landing gear were included but they were really rusty and the fuselage had buckshot dents in varishyous places

liThe good news was that the airshyplane 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 genershyate 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 hed sell it to me Im not certain he understood how he could sell something he didnt 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 surshy

prised him but it was obvious he was going to need more than just a little patching up

liAs youd expect the rear longerons were in bad shape and the buckshot had made a mess out of parts of it The firewall station tubing wasnt rusted through but it didnt look very good so it had to go too By the time I was done Id 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 inshyevitably earn far more than their

Light Sport Aircraft

portunities for them to own or rent aircraft ----------------------------

Sport PilotLight-Sport Aircraft at a Glance Just heard about the sport pilot proposal Heres a quick review of what the proshyposed rule offers First the proposal would establish a new pilot rating to be called sport pilot which would allow such pishylots to operate in day VFR (visual flight rules) conditions flying lightweight airshycraft This will make access to flying easshyier for the following reasons 1 New pilots seeking asport pilot certificate

will be able to learn how to fly powered aircraft (fixed-wing airplanes weight-shift trikes powered parachutes gyroplanes or airships) in as little as 20 hours of flight instruction or 1 0 hours for unpowered gliders saving both time and money All time logged as asport pilot can be applied toward higher ratings

2 Sport pilots will be able to use avalid drishyvers license as their medical certification eliminating the expense required to pass an FAA medical exam

3 Private pilots or higher can fly any lightshysport aircraft in the categories and classes for which they are rated creating more opshy

4 Private pilots or higher may also choose to exercise the privileges of a sport pilot

and operate any sport-pilot eligible airshycraft in the categories or classes in which they are rated using their valid drivers lishycense or third-class medical as their medshyical certification

5 Less expensive ready-to-fly aircraft than those currently offered in the certificated market will be available Aircraft kits of any percentage of completion will be available in the proposed experimental light-sport airshycraft category

In the sport pilot notice of proposed rulemakshying (NPRM) that was published in January 2002 FAA proposed that apilot exercising the privileges of asport pilot could fly any

Whats the Status of the Rule EM stresses importance of sport pilot rule to new administrator

In October FAA advised EAA that it was nearing completion of the sport p ilot fin al rule an d an ticipated t ran sferring it to the Department of Transportation (DOT) by the end of 2002 DOT will have 90 days to

complete its review Following DOT approval the rule will go to the Office of Management and Budget (OMB) Like DOT OMB will have 90 days to complete its review Previously DOT and OMB had 60-day review periods that timeframe has been extended because of increased workloads related to security issues FAA will be providing briefings to DOT and OMB in the hope of reducing the length of those review periods

By Congressional mandate FAA must fina lize this rule no later than 16 months after the closing of th e comment period for the notice of proshyposed rulemaking (NPRM) For the sport pilot rule the 16-month deadline ends in September 2003 While finalizing the rule the FAA sport pilot team is also actively developing many of the support materials that will be necessary for the implementation of the rule

On October 21 EAA Executive Vice President Bob Warner met with new FAA Administrator Marion Blakey During that meeting Warner undershyscored the sign ificance of the sport pilotlight-sport aircraft (SPLSA) regushylatory package and the importance of FAA completing the final stretch of its multi-year investment in this effort In addition EAA continues to stress the importance of this rulemaking project to the DOT

two-place single engine (nonturbine) unpresshysurized aircraft that has 1 A maximum gross takeoff weight of 1232

pounds or less or 660 pounds if a lightershythan-air aircraft

2 A maximum stall speed in the landing conshyfiguration of 44 mph or less

3 A maximum stall speed without the use of lift-enhancement devices of 51 mph or less

4 A maximum speed in level flight at maxishymum continuous power of 132 mph

5 Afixed-pitch or ground-adjustable propeller 6 Afixed landing gear except in the case of

seaplanes which may have repositionable landing gear

During the comment period for this NPRM which closed in ear1y May the FAA received

2754 comments many of which suggested changes to these parameters FAA has stated that many of those comments demonstrated valid concerns and has indicated that some changes will be made as aresult of those puir lic comments However those changes will not be known until the final rule is issued Sport-pilot eligible aircraft may be certificated as an experimental amateur-built aircraft aprishymary category aircraft or astandard category aircraft In addition sport pilots may operate aircraft that will be certificated in the proposed new experimental light-sport aircraft and spashyciallight-sport aircraft categories

More details about the SPlSA proposal can be found on EAAs sport pilot website wwwsportpiotorg

wwwsportpilotorg 1

There was exactly one airshyplane based there

He went to work for Bill Knight at Knight Manufacshyturing and it was pure happenstance that Knight and Kent joranlein were rebuilding a Taylorcraft That was one of the ways Dick got back into aviashytion he became the AampP mechanic on the project

By the early 1970s inshyterest 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 vinshytage airplanes-except that when he was first turned on to them they werent 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 fishy 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 certifishy and didnt even realize it I hadnt cate he had been living in Brodshy changed but the world sure had head for a few years Today Brodshy As he got back into aviation he head is known as a sportvintage decided he wanted a true antique aircraft haven but it hasnt always airplane something made in the been that way 1930s because he still saw most of

When I moved up there in 69 the postwar airplanes of his youth as it was a dead airport Totally dead used airplanes The 70 hp LeBlond motor is pretty

rare but a round engine was top of Dick s list in desirable features for Dick Weeden is thrilled to aviate in the Sportster which the airplane he wanted to restore he says is flying today thanks to the help given to him

by over 20 friends

VINTAGE AIRPLAN E 15

I didnt start out looking for a Rearwin but I knew I wanted a round motor Also there were some financial constraints so I knew I couldnt 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 $1500 for it

We bought it from Vi Kapler who was an associate of Bernie Pietenpol Dick recalled I later bought out Buds half He was buildshying a Hatz and already had a Luscombe and felt he didnt 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 wasnt 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 farmers field And when I found it it had

16 JANUARY 2003

only one wing and that was only good for patterns although the fitshytings for both wings were there The tail and landing gear were included but they were really rusty and the fuselage had buckshot dents in varishyous places

liThe good news was that the airshyplane 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 genershyate 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 hed sell it to me Im not certain he understood how he could sell something he didnt 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 surshy

prised him but it was obvious he was going to need more than just a little patching up

liAs youd expect the rear longerons were in bad shape and the buckshot had made a mess out of parts of it The firewall station tubing wasnt rusted through but it didnt look very good so it had to go too By the time I was done Id 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 inshyevitably earn far more than their

Light Sport Aircraft

portunities for them to own or rent aircraft ----------------------------

Sport PilotLight-Sport Aircraft at a Glance Just heard about the sport pilot proposal Heres a quick review of what the proshyposed rule offers First the proposal would establish a new pilot rating to be called sport pilot which would allow such pishylots to operate in day VFR (visual flight rules) conditions flying lightweight airshycraft This will make access to flying easshyier for the following reasons 1 New pilots seeking asport pilot certificate

will be able to learn how to fly powered aircraft (fixed-wing airplanes weight-shift trikes powered parachutes gyroplanes or airships) in as little as 20 hours of flight instruction or 1 0 hours for unpowered gliders saving both time and money All time logged as asport pilot can be applied toward higher ratings

2 Sport pilots will be able to use avalid drishyvers license as their medical certification eliminating the expense required to pass an FAA medical exam

3 Private pilots or higher can fly any lightshysport aircraft in the categories and classes for which they are rated creating more opshy

4 Private pilots or higher may also choose to exercise the privileges of a sport pilot

and operate any sport-pilot eligible airshycraft in the categories or classes in which they are rated using their valid drivers lishycense or third-class medical as their medshyical certification

5 Less expensive ready-to-fly aircraft than those currently offered in the certificated market will be available Aircraft kits of any percentage of completion will be available in the proposed experimental light-sport airshycraft category

In the sport pilot notice of proposed rulemakshying (NPRM) that was published in January 2002 FAA proposed that apilot exercising the privileges of asport pilot could fly any

Whats the Status of the Rule EM stresses importance of sport pilot rule to new administrator

In October FAA advised EAA that it was nearing completion of the sport p ilot fin al rule an d an ticipated t ran sferring it to the Department of Transportation (DOT) by the end of 2002 DOT will have 90 days to

complete its review Following DOT approval the rule will go to the Office of Management and Budget (OMB) Like DOT OMB will have 90 days to complete its review Previously DOT and OMB had 60-day review periods that timeframe has been extended because of increased workloads related to security issues FAA will be providing briefings to DOT and OMB in the hope of reducing the length of those review periods

By Congressional mandate FAA must fina lize this rule no later than 16 months after the closing of th e comment period for the notice of proshyposed rulemaking (NPRM) For the sport pilot rule the 16-month deadline ends in September 2003 While finalizing the rule the FAA sport pilot team is also actively developing many of the support materials that will be necessary for the implementation of the rule

On October 21 EAA Executive Vice President Bob Warner met with new FAA Administrator Marion Blakey During that meeting Warner undershyscored the sign ificance of the sport pilotlight-sport aircraft (SPLSA) regushylatory package and the importance of FAA completing the final stretch of its multi-year investment in this effort In addition EAA continues to stress the importance of this rulemaking project to the DOT

two-place single engine (nonturbine) unpresshysurized aircraft that has 1 A maximum gross takeoff weight of 1232

pounds or less or 660 pounds if a lightershythan-air aircraft

2 A maximum stall speed in the landing conshyfiguration of 44 mph or less

3 A maximum stall speed without the use of lift-enhancement devices of 51 mph or less

4 A maximum speed in level flight at maxishymum continuous power of 132 mph

5 Afixed-pitch or ground-adjustable propeller 6 Afixed landing gear except in the case of

seaplanes which may have repositionable landing gear

During the comment period for this NPRM which closed in ear1y May the FAA received

2754 comments many of which suggested changes to these parameters FAA has stated that many of those comments demonstrated valid concerns and has indicated that some changes will be made as aresult of those puir lic comments However those changes will not be known until the final rule is issued Sport-pilot eligible aircraft may be certificated as an experimental amateur-built aircraft aprishymary category aircraft or astandard category aircraft In addition sport pilots may operate aircraft that will be certificated in the proposed new experimental light-sport aircraft and spashyciallight-sport aircraft categories

More details about the SPlSA proposal can be found on EAAs sport pilot website wwwsportpiotorg

wwwsportpilotorg 1

I didnt start out looking for a Rearwin but I knew I wanted a round motor Also there were some financial constraints so I knew I couldnt 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 $1500 for it

We bought it from Vi Kapler who was an associate of Bernie Pietenpol Dick recalled I later bought out Buds half He was buildshying a Hatz and already had a Luscombe and felt he didnt 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 wasnt 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 farmers field And when I found it it had

16 JANUARY 2003

only one wing and that was only good for patterns although the fitshytings for both wings were there The tail and landing gear were included but they were really rusty and the fuselage had buckshot dents in varishyous places

liThe good news was that the airshyplane 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 genershyate 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 hed sell it to me Im not certain he understood how he could sell something he didnt 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 surshy

prised him but it was obvious he was going to need more than just a little patching up

liAs youd expect the rear longerons were in bad shape and the buckshot had made a mess out of parts of it The firewall station tubing wasnt rusted through but it didnt look very good so it had to go too By the time I was done Id 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 inshyevitably earn far more than their

Light Sport Aircraft

portunities for them to own or rent aircraft ----------------------------

Sport PilotLight-Sport Aircraft at a Glance Just heard about the sport pilot proposal Heres a quick review of what the proshyposed rule offers First the proposal would establish a new pilot rating to be called sport pilot which would allow such pishylots to operate in day VFR (visual flight rules) conditions flying lightweight airshycraft This will make access to flying easshyier for the following reasons 1 New pilots seeking asport pilot certificate

will be able to learn how to fly powered aircraft (fixed-wing airplanes weight-shift trikes powered parachutes gyroplanes or airships) in as little as 20 hours of flight instruction or 1 0 hours for unpowered gliders saving both time and money All time logged as asport pilot can be applied toward higher ratings

2 Sport pilots will be able to use avalid drishyvers license as their medical certification eliminating the expense required to pass an FAA medical exam

3 Private pilots or higher can fly any lightshysport aircraft in the categories and classes for which they are rated creating more opshy

4 Private pilots or higher may also choose to exercise the privileges of a sport pilot

and operate any sport-pilot eligible airshycraft in the categories or classes in which they are rated using their valid drivers lishycense or third-class medical as their medshyical certification

5 Less expensive ready-to-fly aircraft than those currently offered in the certificated market will be available Aircraft kits of any percentage of completion will be available in the proposed experimental light-sport airshycraft category

In the sport pilot notice of proposed rulemakshying (NPRM) that was published in January 2002 FAA proposed that apilot exercising the privileges of asport pilot could fly any

Whats the Status of the Rule EM stresses importance of sport pilot rule to new administrator

In October FAA advised EAA that it was nearing completion of the sport p ilot fin al rule an d an ticipated t ran sferring it to the Department of Transportation (DOT) by the end of 2002 DOT will have 90 days to

complete its review Following DOT approval the rule will go to the Office of Management and Budget (OMB) Like DOT OMB will have 90 days to complete its review Previously DOT and OMB had 60-day review periods that timeframe has been extended because of increased workloads related to security issues FAA will be providing briefings to DOT and OMB in the hope of reducing the length of those review periods

By Congressional mandate FAA must fina lize this rule no later than 16 months after the closing of th e comment period for the notice of proshyposed rulemaking (NPRM) For the sport pilot rule the 16-month deadline ends in September 2003 While finalizing the rule the FAA sport pilot team is also actively developing many of the support materials that will be necessary for the implementation of the rule

On October 21 EAA Executive Vice President Bob Warner met with new FAA Administrator Marion Blakey During that meeting Warner undershyscored the sign ificance of the sport pilotlight-sport aircraft (SPLSA) regushylatory package and the importance of FAA completing the final stretch of its multi-year investment in this effort In addition EAA continues to stress the importance of this rulemaking project to the DOT

two-place single engine (nonturbine) unpresshysurized aircraft that has 1 A maximum gross takeoff weight of 1232

pounds or less or 660 pounds if a lightershythan-air aircraft

2 A maximum stall speed in the landing conshyfiguration of 44 mph or less

3 A maximum stall speed without the use of lift-enhancement devices of 51 mph or less

4 A maximum speed in level flight at maxishymum continuous power of 132 mph

5 Afixed-pitch or ground-adjustable propeller 6 Afixed landing gear except in the case of

seaplanes which may have repositionable landing gear

During the comment period for this NPRM which closed in ear1y May the FAA received

2754 comments many of which suggested changes to these parameters FAA has stated that many of those comments demonstrated valid concerns and has indicated that some changes will be made as aresult of those puir lic comments However those changes will not be known until the final rule is issued Sport-pilot eligible aircraft may be certificated as an experimental amateur-built aircraft aprishymary category aircraft or astandard category aircraft In addition sport pilots may operate aircraft that will be certificated in the proposed new experimental light-sport aircraft and spashyciallight-sport aircraft categories

More details about the SPlSA proposal can be found on EAAs sport pilot website wwwsportpiotorg

wwwsportpilotorg 1

Light Sport Aircraft

portunities for them to own or rent aircraft ----------------------------

Sport PilotLight-Sport Aircraft at a Glance Just heard about the sport pilot proposal Heres a quick review of what the proshyposed rule offers First the proposal would establish a new pilot rating to be called sport pilot which would allow such pishylots to operate in day VFR (visual flight rules) conditions flying lightweight airshycraft This will make access to flying easshyier for the following reasons 1 New pilots seeking asport pilot certificate

will be able to learn how to fly powered aircraft (fixed-wing airplanes weight-shift trikes powered parachutes gyroplanes or airships) in as little as 20 hours of flight instruction or 1 0 hours for unpowered gliders saving both time and money All time logged as asport pilot can be applied toward higher ratings

2 Sport pilots will be able to use avalid drishyvers license as their medical certification eliminating the expense required to pass an FAA medical exam

3 Private pilots or higher can fly any lightshysport aircraft in the categories and classes for which they are rated creating more opshy

4 Private pilots or higher may also choose to exercise the privileges of a sport pilot

and operate any sport-pilot eligible airshycraft in the categories or classes in which they are rated using their valid drivers lishycense or third-class medical as their medshyical certification

5 Less expensive ready-to-fly aircraft than those currently offered in the certificated market will be available Aircraft kits of any percentage of completion will be available in the proposed experimental light-sport airshycraft category

In the sport pilot notice of proposed rulemakshying (NPRM) that was published in January 2002 FAA proposed that apilot exercising the privileges of asport pilot could fly any

Whats the Status of the Rule EM stresses importance of sport pilot rule to new administrator

In October FAA advised EAA that it was nearing completion of the sport p ilot fin al rule an d an ticipated t ran sferring it to the Department of Transportation (DOT) by the end of 2002 DOT will have 90 days to

complete its review Following DOT approval the rule will go to the Office of Management and Budget (OMB) Like DOT OMB will have 90 days to complete its review Previously DOT and OMB had 60-day review periods that timeframe has been extended because of increased workloads related to security issues FAA will be providing briefings to DOT and OMB in the hope of reducing the length of those review periods

By Congressional mandate FAA must fina lize this rule no later than 16 months after the closing of th e comment period for the notice of proshyposed rulemaking (NPRM) For the sport pilot rule the 16-month deadline ends in September 2003 While finalizing the rule the FAA sport pilot team is also actively developing many of the support materials that will be necessary for the implementation of the rule

On October 21 EAA Executive Vice President Bob Warner met with new FAA Administrator Marion Blakey During that meeting Warner undershyscored the sign ificance of the sport pilotlight-sport aircraft (SPLSA) regushylatory package and the importance of FAA completing the final stretch of its multi-year investment in this effort In addition EAA continues to stress the importance of this rulemaking project to the DOT

two-place single engine (nonturbine) unpresshysurized aircraft that has 1 A maximum gross takeoff weight of 1232

pounds or less or 660 pounds if a lightershythan-air aircraft

2 A maximum stall speed in the landing conshyfiguration of 44 mph or less

3 A maximum stall speed without the use of lift-enhancement devices of 51 mph or less

4 A maximum speed in level flight at maxishymum continuous power of 132 mph

5 Afixed-pitch or ground-adjustable propeller 6 Afixed landing gear except in the case of

seaplanes which may have repositionable landing gear

During the comment period for this NPRM which closed in ear1y May the FAA received

2754 comments many of which suggested changes to these parameters FAA has stated that many of those comments demonstrated valid concerns and has indicated that some changes will be made as aresult of those puir lic comments However those changes will not be known until the final rule is issued Sport-pilot eligible aircraft may be certificated as an experimental amateur-built aircraft aprishymary category aircraft or astandard category aircraft In addition sport pilots may operate aircraft that will be certificated in the proposed new experimental light-sport aircraft and spashyciallight-sport aircraft categories

More details about the SPlSA proposal can be found on EAAs sport pilot website wwwsportpiotorg

wwwsportpilotorg 1

Consensus Standards Development Progressing EAA has a leading role

FAAs 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 volunshytary 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 experimenshytal amateur-built primary and standard categories that meet the operating characteristics outlined in the sport pilot proposal Other aircraft that would appear to meet the proposed requirements for LSA must comply with the consensus standards before they can be sold as such The consensus standards must encompass the folshylowing issues

1) Design and performance criteria 2) Quality assurance requirements 3) Production acceptance and 4) Continued operational safetyairworthiness monishy

toring A voluntary consensus standards committee was esshy

tablished under the guidance of the American Society for Testing and Materials (ASTM) in April of this year Subcommittees were created representing fixed-wing weight-shift powered parachutes gyroplanes sailplanes and lighter-than-air aircraft as well as crossshycutting issues that affect all segments

The subcommittees met during EAA AirVenture Oshkosh 2002 with ASTM LSA project manager Dan Schultz In September the LSA committee gathered at ASTMs headquarters in West Conshohocken Pennsylshyvania At that meeting the LSA Executive Subcommittee was established including

bull Earl Lawrence EAA chairman bull Eric Tucker Kodiak Research vice-chairman bull Larry Burke LAMA (Light Aircraft Manufacturers

Association) recording secretary bull Phil Lockwood Lockwood Aviation Supply memshy

bership secretary bull Scott Sedgwick FAA member at-large bull Tom Gunnarson USUA member at-large bull Andy Werking AOPA member at-large

Left Earl Lawrence EM vice president of government and industry relations and Dan Schultz ASTM manager for the Light-Sport Aircraft Committee confer at meetshyings during EAA AirVenture Oshkosh 2002

By late October several consensus standards docushyments were re leased for balloting within the LSA comshymittee The powered parachute subcommittee released the drafts of the quality assurance and the continuing airworthiness standards while work continues on a draft of the design and performance standard for powshyered parachutes The fixed-wing aircraft subcommittee released the draft of the design and performance stanshyda rd and the cross-cutting issues subcommittee reshyleased the engine design specifications

Following ASTM protocol once a subcommittee completes a draft document that document is balloted and open for review by all members of the LSA commitshytee Committee members then vote to accept the draft document or offer their suggestions for revision This ballotreview process continues until all members of the LSA committee accept the document as an acceptable standard Once accepted by that committee the stanshydards are balloted to the ASTM in general

Upon confirmation that all documents have been apshyproved via ASTM protocol the consensus standards will be delivered to FAA for review and publication as the ofshyficial certification standard for light-sport aircraft

For more information about the consensus standards development visit the ASTM website wwwastmorg click on Technical Committees and then select F37 Light-Sport Aircraft

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

B77359-I232 or B77FLV-I232 When you call the above number youll be connected with a member of EAAs Aviation Information Services Office

December 2002 vvvvvvsportpilotorg 2

EAA Plays Key Role In Preparing for the Rule

Test standards designated pilot examshyiners and designated airworthiness representatives being established

When the sport pilotlight-sport airshycraft (SPLSA) rule becomes effective many pieces of the pilotaircraft puzzle need to be in place before enthusiasts can take advantage of the benefits the rule ofshyfers FAA is currently developing an advishysory ci rcular (AC) that will detail the process for transitioning oneself to a sport pilot certificate as well as the process for transitioning ultralights for which the regshyistration status must change That AC is scheduled to be released in conjunction with the SPLSA rule

In cooperation with EAA and other inshydustry leaders FAA is also developing the practical test standards (PTS) and knowlshyedge tests that sport pilots and sport pilot instructors will be required to pass

In October Earl Lawrence EAA vice president government and industry relashytions 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 representashytives also discussed the establishment of designated pilot examiners and other transhysitioning issues for pilots and aircraft Reshycent changes to FAAs designated airworshyth iness representative (DAR) program-specifically the addition of amashyteur-built (AB) OARs- will help with the transition of aircraft previously flown as ulshytralights or ultralight trainers to experimenshytal light-sport aircraft certification

Clarifying the Confusion EAA Explains the Sport Pilot Rule

As EAA staff members traveled around the country this year discussing the proposed sport pilotlight-sport aircraft rule changes with members and enthusiasts its become apparent that theres a lot of confusion about the rule and its practical use Thats 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 certifishycation special light-sport aircraft and experimental light-sport aircraft

3 Two new airman maintenance ratings tied specifically to the new lightshysport 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

Its 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 eishyther of the two new categories of light-sport aircraft and vice versa For exshyample a sport pilot may fly any aircraft that meets the definition of a lightshysport 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 certifishycated as

1 A special light-sport aircraft or an experimental light-sport aircraft or 2 An experimental amateur-built aircraft (note the aircrafts certification

does not change nor do its operating limitations or its maintenance reshyquirements) or

3 A primary category aircraft-Quicksilver GT-SOO or RANS S-7C or 4 A standard category (type-certificated) aircraft (note again the airshy

crafts certification and maintenance requirements do not change) Likewise the pilot of an aircraft that is certificated in the light-sport airshy

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 airshycrafts operating limitations Specifically the holder of a private pilot certifishycate or h igher may elect to fly either a special light-sport aircraft or an exshyperimental light-sport aircraf This pilot would only need to meet the categoryclass requirements of hisher individual private pilots certificate

With regard to maintenance and inspection issues the two new repairshyman certificates for light-sport aircraft do not affect any preventive mainteshynance maintenance or inspection requirements for the experimental amashyteur-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 reshyquired for maintaining and inspecting special LSA To obtain this rating an individual must attend and meet all requirements of an 80-hour mainteshynance course

A repairman certificate with an inspection rating will be needed to pershyform 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 weve attempted to visually clarify the pilot requirements and operation maintenance and certification requirements as associated with the SPLSA proposal

vvvvvvsportpilotorg 3

Pilot Rating

Minimum medical required when exercising this category of pilot privileges

Minimum hours required to obtain rating

Hy aircraft with no horseshypower limitation no seating limitation VFR amp FR with appropriate type rating

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

Hy aircraft that meet definishytion of a light-sport aircraft

Hy at nig ht-in properly equi pped aircraft

H ight hours logged applicashyble to higher rating

Passenger limit

Private

3rd class

40

yes

yes

yes

yes

yes

No limit

Category

Standard Category

Primary Category

Experimental Am a t e ur-Built

Sp ecial Lig ht-Sport Aircraft

Exp erbnental Kit Lig ht-Spo rt

Ultralig ht

Iegal Uses

Personal Charter Rental Air Taxi Flight Instruction

Person al Rental Flight Instruction

Personal including prinlary and transition t raining

Personal Ren tal Flight Instruction

Personal including primary training

Person al

Mi imum ItClti g Needed to Mai tai

AampP

AampP

Owner

Repairman wmainten ance rating

Owner

Owner

Recreational

3rd class

30

n o

yes

yes

yes with CFI endorsem ent

yes

On e

Aual Conditio sleelion Uy

IA

IA

Holder of repairman certifica te for this particular a ircraft or AampP

Repainnan wmain ten ance rating orAampP

Owner who holds repairman inspection ra ting or Repairman wmain tenance rating o r AampP

Non e required

Sport

Valid US drivers license

20

no

no

yes

no

yes

One

1middot xamlles

Some Piper Cub Taylorcraft o r Aeronca Champ

RANS S-7 or GT-SOO

Sonex Zenith 601 701 RANS KitFox Kolb etc

Not yet designated

Not yet designated

Various fixed-Wing aircraft powered p arachutes and trikes

Ultralight (FAR Part 103 Legal)

None

n one

n o

no

n o

no

no

No passenger carrying allowed

Certification AIIroved Uy

FAR Part 23

Equivalence with JAR-VLA amp other accepted standards

FAA inspector or DAR Operating limi tations define use of aircraft

Must meet ASTM Light-Sport Aircraft Design and Quality Standard

FAA inspector or DAR Note Kit mfr must show compliance with consensus standard

None

For complete information about the proposed sport pilot rules visit EAAs sport pilot websiteshywwwsportpilotorg To join EAA and support the associations efforts in promoting these rule changes call 1-800-JOIN-EAA or visit EAAs website-wwweaaorg

December 2002 wwwsportpilotorg 4

share of nicks and dings The sheet metal wasnt 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 thats 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 dont look right Its a subshytle difference but its 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 finshyished I had them hanging on the garage wall in front of my wifes car and Id tell her If you run into them Ill 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 andor 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 didnt 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 dont greet each other by saying hello they say Got any valves springs The LeBlond uses volute springs that arent 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 couldnt have made if it hadnt 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 dishymensions and she shipped me a set of rings that were perfect

For as old as it is the Le Blond has a few surprisingly sophistishycated 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 expertshyise-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 Associashytion came through with lots of good carburetor stuff off a parts enshygine 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 Ranshydolph 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 Wrights Rearwin book

To be absolutely original I should

have stayed with the tail skid but Id 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 dont feel too bad about it

The brakes are multi-disk affairs not unlike bicycle brakes and they work just right They are cable opershyated via heel pedals but you only need them for ground handling in tight places The pulleys for the cashyble were an odd size and I couldnt find any so I turned them up out of quarter-inch Formica and put bronze bushings in them for the bolts to ride on

Im 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 patshyterns off the photos Its a three-piece windshield and takes a lot of framshying 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 Brodshyhead 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-KCshy135 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 anshyswering 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 17

International Aeronca Association Buzz WAGNER Box 3 401 1ST STREET E CLARK SD 57225 PHONE605-532-3862 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 AERONCAWESTMONTEDU httpaeroncawestmontedu CONTRIBUTIONS ELECTRONIC NEWSLETTER

National Aeronca Association JIM THOMPSON 806 LOCKPORT RD PO Box 2219 TERRE HAUTE IN 47802-0219 PHONE 812-232-1491 wwwaeroncapilotscom DUES $251YR US $351YR CANADA$45YR FOREIGN MAGAZINE 41YR

Beech 134 Association CHARLES NOGLE PO Box 925 CHAMPAIGNIL 61824-0925 PHONE 217-356-3063

Twin Beech 18 Society STAGGERWING MUSEUM FOUNDATION INC PO BOx 550 TULLAHOMA TN 37388 PHONE 931-455-1974 STAGGERWINGMIDTNNNET wwwstaggerwingcom $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 billworldbeechcraftcom WWWWORLDBEECHCRAFTCOM DUES $301YR

Bellanca Champion Club ROBERT SZEGO PO Box 100 COXSACKIE NY 12051-0100 PHONE 518-731-6800 szegorbellanca-championclubcom WWWBELLANCA-CHAMPIONCLUBCOM $35IYR--$632 YRSFOREIGN $41IYR--$682 YRS QUARTERLY B-C CONTACT

18 JANUARY 2003

American Bonanza Society NANCY JOHNSON EXEC DIR PO Box 12888 WICHITA KS 67277 PHONE 316-945-1700 FAX 316-945-1710 bonanza2bonanzaorg wwwbonanzaorg $50IYR MONTHLY MAGAZINE

Classic Bonanza Association PAUL WHITESELL 6355 STINSON STREET PLANO TX 75093 PHONE 972-380-5976 pwhitesellcommrepscom $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 forwardnet-linknet wwwtwinbonanzacom $351YR US amp 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_cluborgmsncom $22YR US amp CANADA $27 FOREIGN 6 NEWSLETTERSIYR

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

International Cessna 120140 Association DOUG CORRIGAN 604 SHERIDAN DRIVE LOVES PARK IL 61111 PHONE 815-633-6858 webmastercessna120-140org wwwcessna120-140org $15IYR MONTHLY NEWSLETTER

West Coast Cessna 120140 Club DON AND LINDA BRAND 9087 MADRONE WAY REDDING CA 96002 PHONE 530-221-3732 DUES $20YR BIMONTHLY NEWSLETTER

Cessna 150152 Club ROYSON PARSONS PO Box 1917 ATASCADERO CA 93423-1917 PHONE 805-461-1958 FAX 805-461-1035 membershipcessna150-152com wwwcessna150-152com $301YR US CANADA MEXICO $40 OTHERS BI-MONTHLY NEWSLETTER

The International Cessna 170 Association VELVET FACKELDEY PO BOX 1667 LEBANON MO 65536 PHONE 417-532-4847 FAX 417-532-4847 headquarterscessna170org wwwcessna170org $35YR FLY PAPER-MONTHLY 170 NEWS QUARTERLY

Cessna 180185 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 ccrabsaolcom or classic195aolcom $15 INITIAL THEN AS REQUIRED APPROX 4 NEWSLETTERSIYR

Cessna 195 International Club DWIGHT M EWING PO Box 737 MERCED CA 95344 PHONE 209-722-6283 FAX 209-722-5124 ewingdmpacbellnet wwwcessna195org DUES $25YR NEWSLETTER QUARTERLY

Cessna Ainnaster Club GAR WILLIAMS 9 So 135 AERO DRIVE NAPERVILLE IL 60564 PHONE 630-904-8416 aerocraftaolcom

International Bird Dog Assoc (L-190-l) (CESSNA) CL STRANCE 13540 N 151 E AVENUE COLLINSVILLE OK 74021-5622 PHONE 918-371 -3233 CLSL19aolcom wwwL-19BowWowcom $30YR US $50 FOREIGN QUARTERLY NEWSLETTER OR ON WEB

International Aeronca Association Buzz WAGNER Box 3 401 1ST STREET E CLARK SD 57225 PHONE605-532-3862 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 AERONCAWESTMONTEDU httpaeroncawestmontedu CONTRIBUTIONS ELECTRONIC NEWSLETTER

National Aeronca Association JIM THOMPSON 806 LOCKPORT RD PO Box 2219 TERRE HAUTE IN 47802-0219 PHONE 812-232-1491 wwwaeroncapilotscom DUES $251YR US $351YR CANADA$45YR FOREIGN MAGAZINE 41YR

Beech 134 Association CHARLES NOGLE PO Box 925 CHAMPAIGNIL 61824-0925 PHONE 217-356-3063

Twin Beech 18 Society STAGGERWING MUSEUM FOUNDATION INC PO BOx 550 TULLAHOMA TN 37388 PHONE 931-455-1974 STAGGERWINGMIDTNNNET wwwstaggerwingcom $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 billworldbeechcraftcom WWWWORLDBEECHCRAFTCOM DUES $301YR

Bellanca Champion Club ROBERT SZEGO PO Box 100 COXSACKIE NY 12051-0100 PHONE 518-731-6800 szegorbellanca-championclubcom WWWBELLANCA-CHAMPIONCLUBCOM $35IYR--$632 YRSFOREIGN $41IYR--$682 YRS QUARTERLY B-C CONTACT

18 JANUARY 2003

American Bonanza Society NANCY JOHNSON EXEC DIR PO Box 12888 WICHITA KS 67277 PHONE 316-945-1700 FAX 316-945-1710 bonanza2bonanzaorg wwwbonanzaorg $50IYR MONTHLY MAGAZINE

Classic Bonanza Association PAUL WHITESELL 6355 STINSON STREET PLANO TX 75093 PHONE 972-380-5976 pwhitesellcommrepscom $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 forwardnet-linknet wwwtwinbonanzacom $351YR US amp 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_cluborgmsncom $22YR US amp CANADA $27 FOREIGN 6 NEWSLETTERSIYR

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

International Cessna 120140 Association DOUG CORRIGAN 604 SHERIDAN DRIVE LOVES PARK IL 61111 PHONE 815-633-6858 webmastercessna120-140org wwwcessna120-140org $15IYR MONTHLY NEWSLETTER

West Coast Cessna 120140 Club DON AND LINDA BRAND 9087 MADRONE WAY REDDING CA 96002 PHONE 530-221-3732 DUES $20YR BIMONTHLY NEWSLETTER

Cessna 150152 Club ROYSON PARSONS PO Box 1917 ATASCADERO CA 93423-1917 PHONE 805-461-1958 FAX 805-461-1035 membershipcessna150-152com wwwcessna150-152com $301YR US CANADA MEXICO $40 OTHERS BI-MONTHLY NEWSLETTER

The International Cessna 170 Association VELVET FACKELDEY PO BOX 1667 LEBANON MO 65536 PHONE 417-532-4847 FAX 417-532-4847 headquarterscessna170org wwwcessna170org $35YR FLY PAPER-MONTHLY 170 NEWS QUARTERLY

Cessna 180185 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 ccrabsaolcom or classic195aolcom $15 INITIAL THEN AS REQUIRED APPROX 4 NEWSLETTERSIYR

Cessna 195 International Club DWIGHT M EWING PO Box 737 MERCED CA 95344 PHONE 209-722-6283 FAX 209-722-5124 ewingdmpacbellnet wwwcessna195org DUES $25YR NEWSLETTER QUARTERLY

Cessna Ainnaster Club GAR WILLIAMS 9 So 135 AERO DRIVE NAPERVILLE IL 60564 PHONE 630-904-8416 aerocraftaolcom

International Bird Dog Assoc (L-190-l) (CESSNA) CL STRANCE 13540 N 151 E AVENUE COLLINSVILLE OK 74021-5622 PHONE 918-371 -3233 CLSL19aolcom wwwL-19BowWowcom $30YR US $50 FOREIGN QUARTERLY NEWSLETTER OR ON WEB

Cessna Tmiddot501Bamboo Bomber JIM ANDERSON PO Box 269 SUNWOOD MARINE ON ST CROIX MN 55047 PHONE 612-433-3024 jjaWrmedcom wwwcessnat50org

Cessna Owner Organization KURT HARRINGTON PO Box 5000 lOLA WI 54945-5000 PHONE 888-MYCESSNA EXT 118 OR 71 5-445-4053 helpcessnaownerorg wwwcessnaownerorg $421YR MONTHLY NEWSLETTER

Cessna Pilots Assoc JOHN FRANK 3409 CORSAIR CIR PO Box 5817 SANTA MARIA CA 93455 PHONE 805-922-2580 FAX 805-922-7249 cpacessnaorg or wwwcessnaorg $45 US MEXICO amp CANADA $55 INTL CPA MAGAZINE

Citabria Co BELLANCA CHAMPION CLUB ROBERT SZEGO PO BOx 100 COXSACKIE NY 12051-0100 PHONE 518-731-6800 szegorbellanca-championclubcom wwwbellanca-championclubcom $35IYR--$632 YRSFOREIGN $41YR--$682 YRS QUARTERLY B-C CONTACT

Culver Aircraft Association DAN NICHOLSON 723 BAKER DRIVE TOMBALL TX 77375 PHONE 281-351-0114 danngiecom 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 washlloydburncros net

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

ampcoupe Owners Club CAROLYN T CARDEN PO Box 7117 SHALLOTTE NC 28470-7117 PHONE 910-575-2758 coupecaperaolcom wwwercoupeorg $30IYR MONTHLY NEWSLETTER

Ercoupe Owners Clubmiddot Wisconsin Wing JUDI MATUSCAK 6262 BREVER ROAD BURLINGTON WI 53105-8915 PHONE 262-539-2495 bjmatusspeeddial net

Fairchild Club JOHN W BERENDT 7645 ECHO POINT ROAD CANNON FALLS MN 55009 PHONE 507-263-2414 fchldrconnectcom wwwfairchildclubcom $15IYR QUARTERLY NEWSLETTER

Fairchild Fan Club ROBERT L TAYLOR PO Box 127 BLAKESBURG IA 52536 PHONE 641-938-2773 FAX 641-938-2084 aaaapmhqpcsianet $15IYR 3 NEWSLETTERSYR

International Fleet Club SANDY BROWN PO Box 511 MARLBOROUGH CT 06447-0511 PHONE 860-267-6562 FAX 860-267-4381 flyboyntplxnet DUES CONTRIBUTIONS NEWSLETIER 3-4IYR

Funk Aircraft Owners Association THAD SHELNUTT 2836 CALIFORNIA AVENUE CARMICHAEL CA 95808 PHONE 916-971 -3452 pilotthadaolcom $121YR 10 NEWSLETTERSIYR

Great Lakes Club BRENT TAYLOR PO Box 127 BLAKESBURG IA 52536 PHONE 515-938-2773 DUES $15 NEWSLETTER 3 16 PG NEWSLETTERSYR

American Yankee Assoc (Grumman) STEW WILSON PO Box 1531 CAMERON PARK CA 95682-1531 PHONE 530-676-4292 FAX 530-676-3949

Canadian Harvard Aircraft Assoc GREG BURNARD PO BOx 774 WOODSTOCK ON N4S 8A2 CANADA PHONE 519-842-9922 FAX 519-649-0471 harvardpilothotmailcom wwwchaaca $35IYR THE ROAR QUARTERLY NEWS

Hatz Club ROBERT L TAYLOR PO Box 127 BLAKESBURG IA 52536 PHONE 641-938-2773 FAX 641 -938-2084 aaaapmhqpcsianet $15 HATZ HERALD 3IYR

American Hatz Association MIKE DEVROY PO Box 5102 VERNON HILLS IL 60061-5102 Thayer5mindspringcom wwwhatzbiplanesorg $20YR QUARTERLY NEWSLETTER

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

Howard Club DAVID SCHOBER PO Box 52 VOLGA WV 26238 HowardClubaolcom wwwmembers aolcom HowardClub

Interstate Club ROBERT L TAYLOR PO Box 127 BLAKESBURG IA 52536 PHONE 641 -938-2773 FAX 641-938-2084 aaaapmhqpcsianet $15IYR INTERSTATE INTERCOM - 3IYR

Luscombe Association STEVE amp SHARON KROG 1002 HEATHER LANE HARTFORD WI 53027-9045 PHONE 262-966-7627 FAX 262-966-9627 sskrogaolcom $25 US amp CANADA $30 FOREIGN 6 NEWSLETTERSIYR

Continental Luscombe Assoc GORDY AND CONNIE BIRSE 29604 179TH PLACE SE KENT WA 98042 PHONE 253-631 -8478 WizardBEmsncom or wwwluscombe-claorg DUES $15 US $1750 CANADA $25 FORshyEIGN - 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 aircraftnewsyahoocom DUES $23501 YR $30502 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 monocoupeearthlinknet wwwmonocoupecom DONATION TO SUPPORT WEBSITE NEWSLETTER ON WEBSITE ONLY

VINTAGE AIRPLANE 19

Mooney Aircraft Pilots Assoc LELA HUGHES 140 HEIMER RD STUIE 560 SAN ANTONIO TX 78232

Western Assoc of Mooney Mites BEN FAVRHOLDT 757 W PUTNAM AVENUE 6 PORTERVILLE CA 93257 PHONE 559-782-8925 n6mxsosinetnet wwwmooneymitecom

N3N Restorers Association H RONALD KEMPKA 2380 RD 217 CHEYENNE WY 82009 PHONE 307-638-2210 wyn3naolcom $20YR QUARTERLY NEWSLETIER

American Navion Society GARY RANKIN PMB 335 16420 MCGILLIVRAY 103 VANCOUVER WA 98683-3461 PHONE 360-833-9921 FAX 360-833-1074 Flynavionyahoocom wwwnavionsocietyorg $50YR BI-MONTHLY NEWSLETIER

Navion Skies Type Club RALEIGH MORROW PO BOx 2678 LODI CA 95241-2678 PHONE 209-367-9390 209-367-9390 Navionlinreachcom wwwnavionskiescom $45YR MONTHLY NEWSLETIER ALSO E-NEWSLETIER

Brodhead Pietenpol Association DONALD CAMPBELL 221 N LASALLE ST STE 3117 CHICAGO IL 60601 wwwpietenpolorg

Piper Cherokee Pilots Association PO Box 1996 LUTZ FL 33548 PHONE 813-948-3616 $34US$36 CANADA amp MEXICO $44 FOREIGN 11 ISSUESYR

Piper Owner Society Po Box 5000 lOLA WI 54945 PHONE 866-MYPIPER 71 5-445-4053 helppiperownerorg wwwpiperownerorg $421YR MONTHLY MAGAZINE

International Comanche Society HARLEY MCGATHA 50 COUNTY ROAD 537 CENTRE AL 35960 PHONE 405-491-0321 FAX 405-491-0325 icsadminkeytechcom wwwcomancheflyercom $64 COMANCHE FLYER MAGAZINE

20 JANUARY 2003

Cub Club STEVE amp SHARON KROG 1002 HEATHER LANE HARTFORD WI 53027-9045 PHONE 262-966-7627 FAX 262-966-9627 sSkrogaolcom wwwculrclubcom $25 US amp CANADA$30 FOREIGN 6 NEWSLETIERSYR

Flying Apache Association JOHN J LUMLEY 6778 SKYLINE DRIVE DELRAY BEACH FL 33446 PHONE 561-499-1115 FAX 561-495-7311 flyingapachecscom $25YR QUARTERLY NEWSLETIER

Short Wing Piper Club Inc ELEANOR AND BOB MILLS EDITORS 220 MAIN ST HALSTEAD KS 67056 PHONE 316-835-3650 FAX 316-835-3357 membershipshortwingorg wwwshortwingorg DUES $30YR NEWSLETIER BIMONTHLY

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

Super Cub Pilots Association JIM RICHMOND Po Box 9823 YAKIMA WA 98909 PHONE 509-248-9491 answerscubcrafterscom wwwcubcrafterscom

Porterfield Airplane Club CHUCK LEBRECHT 91 HICKORY Loop OCALA FL 34472 PHONE 352-687-4859 $5YR QUARTERLY NEWSLETIER

Rearwin Club ROBERT L TAYLOR PO Box 127 BLAKESBURG IA 52536 PHONE 641-938-2773 FAX 641-938-2084 aaaapmhqpcsianet $1 5 REARWIN REGISTER - 3YR

International Ryan Club BILL HODGES 19 STONEYBROOK LANE SEARCY AR 72143-6129 PHONE 501-268-2620 recruitcswnet DUES $20YR $25 OVERSEAS AIRMAIL AND CANADA NEWSLETIER QUARTERLY

Schweizer 1-26 Association BOB HURNI 516 E MEADOW LANE PHOENIX AZ 85022 PHONE 602-993-8840 bhurniaolcom www126associationorg $15YR 1-26 ASSOC NEWSLETIER

Stearman Restorers Association JACK DAVIS 1209 SAN MARINO AVENUE SAN MARINO CA 91108 PHONE 626-792-0638 davcostearmannet or wwwstearmannet $35 4 NEWSLETIERSYR

Stinson Historical and Restoration Society (l08) ROBERT TAYLOR PO BOx 127 BLAKESBURG IA 52536 PHONE 641-938-2773 FAX 641-938-2084 aaaapmhqpcsianet $24 SHARS - 3 NEWSLETIERSYR

International Stinson Club JAMES D COLE 7305 LLANO ROAD ATASCADERO CA 93422 PHONE 805-461-5522 JIMCOLEFIXNET wwwaeromarcom swschtml DUES $30YR NEWSLETIER 11YR

National Stinson Club GEORGE ALLEMAN 1229 RISING HILL ROAD WEST PLACERVILLE CA 95667 PHONEFAX 530-622-4004 nscgeorgedmiddotwebcom $20 US amp CANADA $25 FOREIGN 4 NEWSLETIERSYR

Swift Association SMF Inc CHARLIE NELSON PO Box 644 ATHENS TN 37371 PHONE 423-745-9547 SWIFT PARTS 423-744-9696 swiftlychsaolcom www napanetnetj-arbeau swift wwwswiftpartscom $30IYR MONTHLY NEWSLETIER

West Coast Swift Wing GERRY AND CAROL HAMPTON 3195 BONANZA DRIVE CAMERON PARK CA 95682 PHONE 530-676-7755 anniecalwebcom wwwnapanetnet-arbeau swift DUES $1 5IYR NEWSLETIER MONTHLY

Taylorcraft Owners Club BRUCE BIXLER II 12809 GREENBOWER NE ALLIANCE OH 44601 PHONE 330-823-9748 TOACPREZYAHOOCOM wwwtaylorcraftorg DUES $121YR NEWSLETIER QUARTERLY

VirginialCarolinas Taylorcraft Owners Club TOM PITIMAN RT 6 BOx 189 ApPOMATOX VA 24522 PHONE 434-352-5128 vetoe6junoeom wwwvetoe org $10YR QUARTERLY NEWSLETTER

Travel Air Club ROBERT TAYLOR PO BOx 127 BLAKESBURG IA 52536 PHONE 641 -938-2773 FAX 641 -938-2084 aaaapmhqpesianet $15YR TRAVEL AIR TAILS - 3YR

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

Travel AirlStaggerwing Museum Foundation Inc KAREN GARRICK PO Box 550 TULLAHOMA TN 37388 PHONE 931 -455-1974 staggerwingmidtnnnet wwwstaggerwingeom $40YR 4-5 NEWSLETTERS YR

American Waco Club PHIL COULSON 28415 SPRINGBROOK DRIVE LAWTON MI 49065 PHON E 269-624-6490 Reoulson516eseom wwwamerieanwaeoelubeom $25YR $30 FOREIGN BI-MONTHLY NEWSLETTER

National Waco Club ANDY HEINS 4278 CATALPA DR 3 DAYTON OH 45405 PHONE 937-278-5654 waeoasoaoleom $20YR US $25 FOREIGN BI-MONTHLY NEWSLETTER

Western Waco Association BARRY F BRAN IN PO Box 706 GROVELANE CA 95321 PHONE 209-962-6121 aflywagojunoeom DUES $5YR OCCASIONAL NEWSLETTER

MULTIPLE AIRCRAFT ORGANIZATIONS

Arcticlinterstate DAVID NEUMEISTER 1705 GROVENBURG ROAD HOLT MI 48842-8603 PHONE 517-694-1000 OR 800-594-4634 FAX 517-694-2166 OR 800-596-8341 aireraftnewsyahooeom

Cross amp Cockade BOB SHELDON 14329 S CALHOUN AVENUE BURNHAM IL 60633 PHONE 708-862-1014 $15YR BI-MONTHLY NEWSLETTER

Florida Antique Biplane Association Inc LARRY ROBINSON 10906 DENOEU ROAD BOYNTON BEACH FL 33437 PHONE 561-732-3250 FAX 561-732-2532 BeyeViewaoleom $48yr The Flying Wire newsletter

National Biplane Association CHARLES W HARRIS PO BOX 470350 TULSA OK 74147-0350 PHONE 918-622-8400 FAX 918-665-0039 ewhhvsueom wwwnationalbiplaneassnorg $25 INDIVIDUAL$40 FAMILY ADD $10 FOREIGN QUARTERLY MAGAZINE

North American Trainer Association KATHY amp STONEY STONICH 25801 NE HINNESS RD BRUSH PRAIRIE WA 98606 PHONE 360-256-0066 FAX 360-896-5398 natraineraoleom wwwnatrainerorg $45 US amp CANADA $55 FOREIGN QUARTERLY NEWSLETTER

Taildragger Club ASA DEAN 16216 N 34TH WAY PHOENIX AZ 85032-3119 PHONE 602-622-8335 CELL asataildraggereluborg wwwtaildraggereluborg tde

WWI Aeroplanes Inc LEONARD OPDYCKE 1 5 CRESCENT ROAD POUGHKEEPSIE NY 12601 PHONE 845-473-3679 $35YR US $40 FOREIGN 2 JOURNALS EACH 4 YRS

ORGANIZATIONS

American Aviation Historical Soc BRUCE CUNNINGHAM 2333 OTIS STREET SANTA ANA CA 92704-3846 PHONE 714-549-4818 aahs2333earthlinknet wwwaahsonline org $39 US $44 CANADA $57 FOREIGN QUARTERLY NEWSLETTER amp JOURNAL

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

Flying Fanners International KATHY MARSH 2120 AIRPORT RD PO BO 9124 WICHITA KS 67277 PHONE 316-943-4234 FAX 316-943-4235 supportflyingfarmersorg wwwflyingfarmersorg $50YR + CHAPTER DUES 6 MAGAZINESYR

Flying Octogenarians HERBERT SLOANE 3414 LEBARON COURT MONTGOMERY AL 36111 PHONE 334-832-2413 pilotherbyahooeom $10YR

Intl Fellowship of Aying Rotarians TOMAS SUROWKA 203 RUBENS DRIVE APT A NOKOMIS FL 34275-4211 PHONE 941 -966-6636 FAX 941-966-9141 surowkaiffrorg wwwiffrorg

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 businesslakeflyerseom $56YR LAKE FLYER NEWSLETTER

International Liaison Pilot amp Aircraft Association BILL STRATTON 16518 LEDGESTONE SAN ANTONIO TX 78332-2406 PHONEIFAX 210-490-4572 wwweentereompeomILPA indexhtml $35YR US $40YR 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 finaneeluseombeorg wwwluseombeorg $25YR US amp CANADA $30 INTL 6 NEWSLETTERSYR

OX-5 Aviation Pioneers ELMER H HANSEN 12220 NE 39TH STREET BELLEVUE WA 98005-1217 PHONE 425-885-0299 elmerhansengtenet httpOX5Pioneers org $20YR 6 NEWSLETTERSYR

Piper Aviation Museum Foundation JOHN R MERINAR ONE PIPER WAY LOCK HAVEN PA 17745-0052 PHONE 570-748-8283 FAX 570-893-8357 pipereubkenetorg wwwpipermuseumeom $30YR QUARTERLY

VINTAGE AIRPLANE 21

National Association of Priest Pilots (NAPP) MEL HEMANN 127 KASPEND PLACE CEDAR FALLS IA 50613- 1683 PHONE 319-266-3889 N298MHaolcom $20IYR NAPP NEWSLETIER

National Air Racing Group BETIY SHERMAN 1932 MAHAN AVENUE RICHLAND WA 99352-2121 PHONE 509-946-5690 bettyshermangtenet $15 US$20 OUTSIDE US MONTHLY NEWSLETIER PROFESSIONAL AIRRACING

Society of Air Racing Historians HERMAN SCHAUB 168 MARION LANE BEREA OH 44017 PHONE 440-234-2301 hermanairracecom wwwairracecom $201YR US - $23 OTHER BI-MONTHLY NEWSLETIER

us Air Racing Association Inc JACK DIANISKA PRES 26726 HENRY ROAD BAY VILLAGE OH 44140 PHONE 440-871 -3781

Reno Air Racing Association Po Box 1429 RENO NV 89505 PHONE 702-972-6663 FAX 702-972-6429

Replica Fighters Association LADDY HLAVACEK 329 CTY RD F PHILLIPS WI 54555 PHON ElFAX 71 5-339-4207 laddypctcnetnet or wwwreplicafightersorg $25IYR NEWSLETIER

Sentimental Journey to Cub Haven Inc JOHN L BUCHAN FLY-IN DIR PO Box J-3 LOCK HAVEN PA 17745-0496 PHONE 570-893-4200 FAX 570-893-4218 pipercubkcnetorg wwwpipermuseumcom $10YR QUARTERLY NEWSLETIER

Silver Wings Fraternity Po Box 44208 CINCINNATI OH 45244 PHONE 800-554-1437 cardinaI5msncom $201 ST YR $10 RENEW QUARTERLY NEWSLETIER

Taylorcraft Foundation Inc FORREST A BARBER EXEC DIR 13820 UNION AVENUE NE ALLIANCE OH 44601-9378 PHONE 330-823- 1168 FAX 330-823- 1138 fbarberalliancelinkcom wwwtaylorcraftorg $10YR QUARTERLY NEWSLETIER

22 JANUARY 2003

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

Waco Historical Society Inc JOHN R BOSSE TREASURER Po Box 62 TROY OH 45373-0062 PHONE 937-335-WACO 1-5 PM SAT - SUN DUES $301YR 91-831 NEWSLETIER 4IYR

International Wheelchair Aviators Po Box 2799 BIG BEAR CITY CA 92314 PHONE 909-585-9663 FAX 909-585-7156 IWAviatorsaolcom wwwwheelchairaviators org

Women in Aviation International DR PEGGY J CHABRIAN 101 CORSAIR DRIVE DAYTONA BEACH FL 32114 PHONE 386-226-7996 FAX 386-226-7998 wwwwiai org $391YR - $29 STUDENTS BI-MONTHLY MAGAZINE

The 99s Women Pilots FAITH DUNCAN WILL ROGERS AIRPORT BOx 965 7100 TERMINAL DRIVE OKLAHOMA CITY OK 73159 PHONE 405-685-7969 ihq99scscom www ninety-ninesorg $65IYR BI-MONTHLY NEWSLETIER

WW1 AERO SKYWAYS 19201900

to to 1919 1940

BUILD ONE A REAL ONE

OUR TWO JOURNALS

information on current projects news of museums and air shows technical drawings and data aeroplanes engines parts for sale scale modeling material your wants and disposals news of current publications information on paint and color photographs historical research workshop notes

SERVICES WE PROVIDE

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

SAMPLE ISSUES $4 + $3 postage

FREE BACK ISSUE FOR NEW SUBSCRIBERS MENTION THIS AD

WORLD WAR 1 ~ INC 15 Crescent Road bull Poughkeepsie NY 12601 USA bull 845-473-3679

Donald Talsma Saline MI

bull Rating - Private pilot SEL Licensed pilot since 1948

bull EAA member since 1979

bull Owned 1939 Luscombe 8A (at right) since 1979 N22013 is the 63rd plane built of the Luscombe 8 series

22013 has been insured with AUA for many years Rates are

good and prompt and courteous service I highly recommend

AUA as the best coverage for these vintage aircraft

- Don Talsma

800-727-3823 Fly with the pros fly with AUA Inc

wwwauaonIiRecom

-Jan 17-19 2003 Corona CA

RVASSEMBLY

Jan 18 2003 Oshkosh WI TEST FLYING

YOUR PROJECTA i rc r a f t Coating

wwwpolyfibercom wwwaircraftsprucecom Jan 18-19 2003 Oshkosh WI COMPOSITE CONSTRUCT ELECTRICAL SYSTEMS FABRIC COVERING GAS WELDING INTRO TO AIRCRAFT BLDG SHEET METAL BASICS

Feb 7-9 2003 Oshkosh WI RVASSEMBLY

Feb 21-23 2003 Griffin (Atlanta) GA TIG WELDING

Feb 22 2003 Lakeland FL TEST FLYING

YOUR PROJECT

Feb 22-23 2003 Lakeland FL COMPOSITE CONSTRUCT FABRIC COVERING SHEET METAL BASICS

Mar 8-9 2003 Dallas TX~ ~aIwAIJB SHEET METALWORKSHOPS COMPOSITE CONSTRUCT

--~- FABRIC COVERING ELECTRICAL SYSTEMS

1-800-WORKSHOP GAS WELDING 1-800-967-5746 Mar 14-162003 Griffin (Atlanta) GA

RV ASSEMBLYsportaireaaorg Mar 21 -232003 Corona CA

RV ASSEMBLYVisit wwwsportaircom Mar 21-232003 Griffin (Atlanta) GAfor a complete listing of workshops TIG WELDING

Relive file Golden Age

01 Air Racing lite Omalta Air Races

19311934

It was a 5-mile

course with eight to

L-====--- ten home-built

planes--speeds up to 200 mph flying

only 100 feet off the ground Each

pilot had to race around the pylons-shy

the tall poles that marked the course

in Omaha Nebraska

Rediscover the era of this

popular American pastime in

pnON by Wallace Peterson

Order your copy today ISBN 1-886225-89-3 80 pages

$1395 us plus $500 shIh

Dageforde Publishing Inc

1-800-216-8794 Also available at

wwwdagefordecomcatalog

Flight Control Cables Custom Manufactured

AvlUon Products

McFarlane Aviation Inc_ 696 E 1700 Road

Baldwin Cirv K5 66006 800-544-8594

Fax 785-594-3922 wwwmcfarlane-aviatio ncom

salesmcfarlane-aTiationcom

Imiddot i Y1S4 t _=- _J

24 JANUARY 2003

-Jan 17-19 2003 Corona CA

RVASSEMBLY

Jan 18 2003 Oshkosh WI TEST FLYING

YOUR PROJECTA i rc r a f t Coating

wwwpolyfibercom wwwaircraftsprucecom Jan 18-19 2003 Oshkosh WI COMPOSITE CONSTRUCT ELECTRICAL SYSTEMS FABRIC COVERING GAS WELDING INTRO TO AIRCRAFT BLDG SHEET METAL BASICS

Feb 7-9 2003 Oshkosh WI RVASSEMBLY

Feb 21-23 2003 Griffin (Atlanta) GA TIG WELDING

Feb 22 2003 Lakeland FL TEST FLYING

YOUR PROJECT

Feb 22-23 2003 Lakeland FL COMPOSITE CONSTRUCT FABRIC COVERING SHEET METAL BASICS

Mar 8-9 2003 Dallas TX~ ~aIwAIJB SHEET METALWORKSHOPS COMPOSITE CONSTRUCT

--~- FABRIC COVERING ELECTRICAL SYSTEMS

1-800-WORKSHOP GAS WELDING 1-800-967-5746 Mar 14-162003 Griffin (Atlanta) GA

RV ASSEMBLYsportaireaaorg Mar 21 -232003 Corona CA

RV ASSEMBLYVisit wwwsportaircom Mar 21-232003 Griffin (Atlanta) GAfor a complete listing of workshops TIG WELDING

Relive file Golden Age

01 Air Racing lite Omalta Air Races

19311934

It was a 5-mile

course with eight to

L-====--- ten home-built

planes--speeds up to 200 mph flying

only 100 feet off the ground Each

pilot had to race around the pylons-shy

the tall poles that marked the course

in Omaha Nebraska

Rediscover the era of this

popular American pastime in

pnON by Wallace Peterson

Order your copy today ISBN 1-886225-89-3 80 pages

$1395 us plus $500 shIh

Dageforde Publishing Inc

1-800-216-8794 Also available at

wwwdagefordecomcatalog

Flight Control Cables Custom Manufactured

AvlUon Products

McFarlane Aviation Inc_ 696 E 1700 Road

Baldwin Cirv K5 66006 800-544-8594

Fax 785-594-3922 wwwmcfarlane-aviatio ncom

salesmcfarlane-aTiationcom

Imiddot i Y1S4 t _=- _J

24 JANUARY 2003

FLY-IN CALENDAR

cIMNEWMAN

Sgtf The following list ofcoming events is furnished to our readers as a matter of informashy

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 wwweaaorgeventseventsasp Only if Internet access is unavailable should you send the information via mail to Att Vintage Airplane PO 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 Center Speakers include Capt Al Haynes Paul Bowen aviation photographer Brian Finnegan Pres PAMA Bill OBrien FAA See wwwgreatlakesaviationconferencecom for more info or call 734-973-0106

FEBRUARY 22-Fort Pierce FL-EAA Ch 908 Fly-In Pancake Breakfast Ft Pierce Intl Airport Info Paul 772shy464-0538 or AI 772-461-7175

FEBRUARY 27-MARCH I -Missoula MT-Montana Aviation Conference Holiday Inn Parkside Workshops seminars nationally recognized speakshyers trade show Info Montana Aeronautics Division PO Box 5178 Helena MT 59604-5178 Phone 406shy444-2506 or fax 406-444-2519 e-mail pkautzstatemtus

MARCH 7-9-Casa Grande AZ-45th annual Cactus Fly-In at Casa Grande Airport Info wwwcactusflyinorg or call John Engle 480-987-5516 or Dave Sirota 520-603-5440

MARCH 12-13-Romeovile IL-29th Annual General Aviation Maintenance Seminar At Lewis University Coshysponsored by the Illinois DOT the FAA and the Professional Aviation Maintenance Association (PAMA)

EAAs Countdown to Kitty Hawk Touring

PIS(NIEOSY

_=-r Pavilion presented by Ford Motor Company

~A(etm-6$nlarJh Key Venues in 2003

bull April 2-8 - Sun n Fun EAA Fly-In Lakeland FL

bullJune 13-16 - Ford Motor Companys 100th Anniversary Celebration Dearborn MI

bullJuly 4-20 - Inventing Flight Celebration DaytonOH

bullJuly 29-Aug 4 - EAA AirVenture Oshkosh Oshkosh WI

bull August 23-September 2 - Museum of Flight Seattle WA

bull December 13-17 - First Flight Centennial Celebration Kitty Hawk NC

MARCH 22-Fort Pierce FL-EAA Ch 908 Fly-In Pancake Breakfast Ft Pierce Intl Airport Info Paul 772shy464-0538 or 772-461-7175

MARCH 20-23-Cincinnati OH-14th Annual Inti Women in Aviation Conshyference Info 386-226-7996

APRIL 19-Fort Pierce FL-EAA Ch 908 Fly-In Pancake Breakfast Ft Pierce Inshyt l Airport Info Paul 772-464-0538 or 772-461-7175

APRIL 27-HalfMoon Bay CA-13 th

Annual Pacific Coast Dream Machines Show Half Moon Bay Airport 10amshy4pm Admission $15 adults $5 (age 5-14 amp 65+) free for kids age 4 and under Parking included in price of adshymission Info 650-726-2328 wwwmiramareventscom

APRIL 2-S-Lakeland FL-Sun n Fun EAA Fly-In Info 863-644-2431 wwwsun-n-funorg

MAY 4-Dayton OH-EAA Ch 48 40th

Annual Fly-In Moraine Air Park (1-73) Info Dennis 937-878-2647 or Mike 937-859-8967 wwweaa48org

MAY 4-Rockford IL-EAA Ch 22 Fly-In Drive-In Breakfast Greater Rfd Airshyport Courtesy Aircraft Hanger Info 815-397-4995

MAY 16-1S-Kewanee IL-Midwest Aeronca Fest (and old fashioned tailshydragger) Fly-In Kewanee Municipal Airport KEZI Info 309-852-2594 eshymail jodydebinwnet

EAA FLYmiddotIN SCHEDULE 2003 bull Sun n Fun EAA Fly-In

April 2-8 Lakeland FL (LAL) wwwsun-n-funorg

bull EAA Southwest Regional Fly-In May 16-17 New Braunfels TX (KBAZ) wwwswrfimiddotorg

bull Golden West EAA Regional Fly-In June 20-22 Marysville CA (MYV) wwwgoldenwestflyinorg

bull EAA Rocky Mountain Regional Fly-In June 28-29 Longmont CO (2V2) wwwrmrfimiddotorg

bull Northwest EAA Fly-In July 9-13 Arlington WA (AWO) wwwnweaaorg

bull EAA AirVenbore Oshkosh July 29-August 4 Oshkosh Wl (OSH) wwwairventureorg

bull EAA Mid-Eastern Fly-In August 22-24 Marion OH (MNN) 440-352-17B1

bull Virginia State EAA Fly-In September 20-21 Petersburg VA (PTB) wwwvaeaaorg

bull EAA East Coast Fly-In September 13-14 Toughkenamon PA (N57) wwweastcoastflyinorg

bull EAA Southeast Regional Fly-In October 3-5 Evergreen AL (GZH) wwwserfimiddotorg

bull Copperstate EAA Fly-In October 9-12 Phoenix AZ (A39) wwwcopperstateorg

MAY IS-Romeoville IL-EAA Ch 15 32nd 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-4pmYoung Eagle Flights (Rain date for Young Eagle flights June 22 1pm-4pm) Info 937-335shy1444 e-mail dickandpattiaolcom or 937-294-1107 e-mail naviongemaircom

MAY 16-26--Fayetteville NC-Festival of Flight 2003 Info wwwfestivalofflightorg

MAY 24-Fort Pierce FL-EAA Ch 908 Fly-In Pancake Breakfast Ft Pierce Inshytl Airport Info Paul 772-464-0538 or AI772-461 -7175

JUNE 14-1S-Toledo OH-EAA Ch 582 Fly-In Metcalf Field (TDZ) Pull-AshyPlane contest Young Eagles food aircraft and auto disp lays 9am-5pm Info John 419-666-0503 or wwweaa582org

SKYWARD 31905 West 175 Gardner KS (K-34)

913 -856-7851 wwwskywardpiotshopcom

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

Locdted in the Medrt of Americd for fdst ndtionwide delivery

Avcom Mcrdrldne Avidtion Products Corrosion X-ReJex CompdQ

VINTAGE AIRPLANE 25

Every Ohio Aircraft Interior

is a future piece of aviation history

Award Winning Vintage Interiors

Paul Workman OHIO AIRCRAFT INTERIORS

Parr Airport (421) Zanesville Ohio 43701

8007946560

~~ ~~~ lr) ~

~e use of Dotron or similar modern materials as a substitute for (otton is a dead giveaway 10 Ihe knowing eye They simp~ do nOllook righl on vinloge oircroh from Robert Mikesh former curolor of Ihe Notional Air ond Space

Museum in hilt book RestOring Museum Aircraft

VlliTAGE AERO fAPgtRICJ LTD ~ PURVEYORS ~

Dont compromise your restoration wffh modem coverings finish the job correctly with authentic fabrics

(ertHicaled Grade Acollon Early aircraft collon

Imported aircraft linen (beige and Ian) German WWI Lozenge prinl fabric

Fabric lapes frayed slraighl pinked and early American pinked Waxed linen lacing cord

Pure cotton machine and hand sewing thread

Vinlage Aera Fabrics Ltd 316 Creekwood Dr Bardslown KY 40004 lei 502middot349middot1429 fax 502middot349middot1428 websile wwwavdothcom

Originol Nieuport 28 reslorell by Vinlage Avialion Services

Radial Exhaust Systems Inc Jumping Branch WV 25969

27 Years Experience

15 different engines for fitting FAA Certified Repair Station XHYR068L

~~

bull r bull ~-

~ ~

~ ~ Xl ~~ Antiques Warbirds Cropdusters

304-466-1752 Fax 304-466-0802 wwwradialexhaustsystemscom

PRIME CLASSIFIED REAL ESTATE

AVAILABLE ON THIS PAGE shy

$20 PER INCHPER MONTH

TO MAKE

10000+ IMPRESSIONS

CALL JULIE AT EAA HQ

920-426-6127

FOR MORE INFO

If youre an BAA member or have ever been to AirVenture this book belongs in your library or on your coffee table

Oshkosh-Gateway to Aviation bull Hardbound with glossy dust jacket

bull More than 175 pagesEll013 $3500 bull More than 300 photos

bull Covers all 50 years of EMs fly-in in Milwaukee Rockford and Oshkash

bull Filled with unique stories and history

bull A nostalgic and insightful look at the development and growth of EAA through

its largest and exciting event its annual

fly-in convention

To Order Call 800middot843middot3612

Outside usamp Canada call (920) 426middot4800 ar visit us onmiddotline at wwweaaorg or send your order by moil to EAA Mail Orders PO Box 3086 Oshkosh WI 54903-3086

Major Credil Cards Accepled bull WI residents add 5 sales lax bull Shipping and handling NOT included

VINTAGE TRADER

Something to buy sell or trade Classified Word Ads $550 per 10 words 180

words maximum with boldface leadmiddotin on first line Classified Display Ads One column wide (2167

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 Classimiddot fied ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920middot426middot4828) or emiddotmail (c1assadseaaorg) 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 PO Box 3086 Oshkosh WI 54903middot3086

BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves pisshyton rings Call us Toll Free 1-800middot233-6934 e-mail ramremfgaolcom Web site wwwramenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202

Airplane T-Shirts 150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE wwwairplanetshirtscom

1-800-645-7739

THERES JUST NOTHING LIKE IT ON THE WEB

wwwaviation-giftshopcom A Web Site With The Pilot In Mind

(and those who love airplanes)

For sale reluctantly Warner 145 amp 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 Juptners Vol 8-170 Total time AampE 845 hrs I just have too many toys and Im not getshyting any younger Find my name in the Officers amp Directors lisling of Vintage and e-mail or call evenings E E Buck Hilbert

Flying wires available 1994 pricing Visit

wwwflyingwirescom or call 800-517-9278

Aviation Art favorites WW-I Golden Age WW-II to present wwwMotorArtWorkscom

Custom Aircraft Restoration and Construcshytion- Tube and Fabric Wood Aluminum Customair 202 Aviation Blvd Cleveland GA 30528706-348-7514 rblassettalltenet

CALLAIR A-4 restoration project I badly need RepairParts manuals to make the inspecshytor happy Please help Will gladly purchase or pay to copy Wayne Burkhardt 505-546-0295

1948 Cessna 170 Project No damage or corroshysion Fuselage disassembled for typical restorationskin replacement A clean extenshysive project New Airtex interior Many new parts With logs and paperwork Fuselage $8000 wings add $5000 struts add $1 500 tail surfaces add $3000 C-145-2 engine all parts new or overhauled still unassembled Mid coast Maine 207-563-1196

Wanted LeRhone rotary engine for Sopwith Camel project Also other antique airplane engines wanted even in bad condition Phone 01141 - 79 334 6789 Fax 01141 - 61 601 4403

26 JANUARY 2003

Fly high with a quality Classic interior Complete interior assemblies ready for installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qi~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247

I

Howard Hughes Spruce Goose

I dont know Howard Maybe if wed used Poly-Fiber wed

have finished it on time Absolutely And because Poly-Fiber doesnt support combustion fire wouldnt have been as big a worry either The gargantuan Goose would have been lighter and stronger too able to fly even higher What a shame Poly-Fiber wasnt around back then Timing is everything huh HowardReally easy to use The best manual around40 years of success Nationwide EM workshopsNew step-by-step video Toll-free technical support

800-362-3490 wwwpolyfibercom emiddot mail infopolyfibercom

FAX 909-684-0518 Aircraft Coatings

The Golden Age of Aviation Series CESSNAS

GOLDEN AGE

iiS~ ~- ~

$2295 $2495 $2295 Bellanca s Golden Age ($2495) available Dec 2002

Add $4 shipping amp handling per order

Rave Reviews

Skyways A hit of the first order

Smithsonian s National Air amp Space Archival photos and technical drawings abound

Dozens of other highly-acclaimed titles (books amp CDs) including The Legacy of the DC-3

Over 225 3-view drawings

WUul CruuJlm BtWh IKe PO Box 511 Brawley CA 92227

Phone 800-952-7007 Fax 888-289-7086 E-mail bookswindcanyoncom

website wwwwindcanyonbookscom Call or e-mail for free catalog

Great Holiday Gifts

MIKES HANGAR

is Practicing a Tradition

We provide the following services

gt Restorations

gt Paint and Fabric

gt Metalforming

gt Fabrication

gt Custom Building Award Winning Restorations

Mike Williams 3811 River Road Columbus IN 47203

812-375-1954 fax 812-314-0954 e-mail mikemikeshangarcom

Visit the Website wwwmikeshangarcom

VINTAGE AIRPLANE 27

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 28 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

VINTAGE AIRCRAFT

ASSOCIATION OFFICERS

President Vice-President Espie Butch Joyce George Daubner

PO Box 35584 2448 Lough lane Greensboro NC 27425 Hartford WI 53027

336-668-3650 262-673-5885 windsockaolcom vaaflyboymsncom

Secretary Treasurer Steve Nesse Charles W HarriS

2009 Highland Ave 7215 East 46th Sl Albert Lea MN 56007 Tulsa OK 74147

507-373-1674 918-622-8400 stnesdeskmedlacom cwhhvsucom

DIRECTORS Steve Bender

81S Airport Road Roanoke TX 76262

817-491-4700 sstl OOworidnetattnet

David Bennett PO Box 1188

Roseville CA 95678 916-645-6926

antiquerinreachcom

John Berendt 7645 Echo Point Rd

Cannon Falls MN 55009 S07-263-241 4

fchldtconnectcom

Robert C Bob Brauer 9345 S Hoyne

Chicago IL 60620 773-779-2105

photopllotaolcom

Dave Clark 635 Vestal lane

Plainfield IN 46168 317-839-4500

davecpdiqueslnet

John S Copeland lA Deacon Street

Northborough MA 01532 508-393-4775

copeland l junocom

Phil Coulson 2841 5 Springbrook Dr

lawton MI 49065 616-624-6490

rcoulsonS 16cscom

Roger Gomoll 8891 Airport Rd Box C2

Blaine MN 55449 763-786-3342

pledgedriveffisncom

Dale A Gustafson 7724 Shady Hills Dr

Indianapolis IN 46278 317-293-4430

dalefayemsncom

Jeannie Hill PO Box 328

Harvard IL 60033 81 5-943-7205

dinghaoowc net

Steve Krog 1002 Heather Ln

Hartford WI 53027 262-966-7627

sskrogaolcom

Robert D Bob Lumley 1265 South 124th Sl Brookfield WI 53005

262-782-2633 lumpeIexecpccom

Gene Monis 5936 Steve Court

Roanoke TX 76262 81 7-49 1-9110

n03captfiashnet

Dean Richardson 1429 Kings Lynn Rd

Stoughton WI 53589 608-877-8485

daraprilairecom

Geoff Robison 1521 E MacGregor Dr New Haven IN 46774

260-493-4724 chief702Saolcom

SoH Wes Schmid 2359 Lefeber Avenue

Wauwatosa WI 53213 414-77 1-1545

shschmidmilwpccom

DIRECTORS EMERITUS

Gene Chase EE_ Buck Hilbert 2159 Carlton Rd_ PO Box 424

Oshkosh WI 54904 Union IL 60180 920-231-5002 81 5-923-4591

buck7acmcnet

ADVISOR AJan Shackleton

PO Box 656 Sugar Grove IL 6055 4-0656

630-466-4193 103346 1772rompuservecom

Membership Services Directoy-ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ~

EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site httpwwweaaorg and httpwwwairventureorg E-Mail vintage eaaorg

EAA and Division Membership Services 800-843-3612 __ FAX 920-426-6761 (800 AM-7()() PM Monday-Friday CS1) bull Newrenew memberships EAA Divisions

(Vintage Aircraft Association lAC Warbirds) National Association of Hight Instructors (NAFD

bull Address changes bull Merchandise sales bull 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 locatingorganizing 920-426-4876 Education __ _ ___ __ ____ _ 920-426-6815

bull EAA Air Academy bull 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 amp Company) Editorial __ __ ___ ___ 920-426-4825 _ __ _ _ _ FAX 920-426-4828

bull Submitting articlephoto bull Advertising information

EAA Aviation Foundation Artifact Donations ________ _ _ 920-426-4877 Financial Support __ ___ _ _ _ _ 800-236-1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Associshyation 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 AIRshyPLANE 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 inshycluded) (Add $7 for Foreign Postage)

lAC Current EAA members may join the Internashy

tional Aerobatic Club Inc_ Division and receive SPORT AEROBATICS magaZine for an addishytional $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 Warshy

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 Divishysion is available for $50 per year (SPORT AVIAII0N magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may 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 copy2003 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 VINTAGE 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 wekome 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 920426-4800

EAAf) and SPORT AVIAnON the EAA Logo and Aeronautica~ are registeree lrademarks trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademar1lts 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 29

VINTAGE AIRCRAFT

ASSOCIATION OFFICERS

President Vice-President Espie Butch Joyce George Daubner

PO Box 35584 2448 Lough lane Greensboro NC 27425 Hartford WI 53027

336-668-3650 262-673-5885 windsockaolcom vaaflyboymsncom

Secretary Treasurer Steve Nesse Charles W HarriS

2009 Highland Ave 7215 East 46th Sl Albert Lea MN 56007 Tulsa OK 74147

507-373-1674 918-622-8400 stnesdeskmedlacom cwhhvsucom

DIRECTORS Steve Bender

81S Airport Road Roanoke TX 76262

817-491-4700 sstl OOworidnetattnet

David Bennett PO Box 1188

Roseville CA 95678 916-645-6926

antiquerinreachcom

John Berendt 7645 Echo Point Rd

Cannon Falls MN 55009 S07-263-241 4

fchldtconnectcom

Robert C Bob Brauer 9345 S Hoyne

Chicago IL 60620 773-779-2105

photopllotaolcom

Dave Clark 635 Vestal lane

Plainfield IN 46168 317-839-4500

davecpdiqueslnet

John S Copeland lA Deacon Street

Northborough MA 01532 508-393-4775

copeland l junocom

Phil Coulson 2841 5 Springbrook Dr

lawton MI 49065 616-624-6490

rcoulsonS 16cscom

Roger Gomoll 8891 Airport Rd Box C2

Blaine MN 55449 763-786-3342

pledgedriveffisncom

Dale A Gustafson 7724 Shady Hills Dr

Indianapolis IN 46278 317-293-4430

dalefayemsncom

Jeannie Hill PO Box 328

Harvard IL 60033 81 5-943-7205

dinghaoowc net

Steve Krog 1002 Heather Ln

Hartford WI 53027 262-966-7627

sskrogaolcom

Robert D Bob Lumley 1265 South 124th Sl Brookfield WI 53005

262-782-2633 lumpeIexecpccom

Gene Monis 5936 Steve Court

Roanoke TX 76262 81 7-49 1-9110

n03captfiashnet

Dean Richardson 1429 Kings Lynn Rd

Stoughton WI 53589 608-877-8485

daraprilairecom

Geoff Robison 1521 E MacGregor Dr New Haven IN 46774

260-493-4724 chief702Saolcom

SoH Wes Schmid 2359 Lefeber Avenue

Wauwatosa WI 53213 414-77 1-1545

shschmidmilwpccom

DIRECTORS EMERITUS

Gene Chase EE_ Buck Hilbert 2159 Carlton Rd_ PO Box 424

Oshkosh WI 54904 Union IL 60180 920-231-5002 81 5-923-4591

buck7acmcnet

ADVISOR AJan Shackleton

PO Box 656 Sugar Grove IL 6055 4-0656

630-466-4193 103346 1772rompuservecom

Membership Services Directoy-ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ~

EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site httpwwweaaorg and httpwwwairventureorg E-Mail vintage eaaorg

EAA and Division Membership Services 800-843-3612 __ FAX 920-426-6761 (800 AM-7()() PM Monday-Friday CS1) bull Newrenew memberships EAA Divisions

(Vintage Aircraft Association lAC Warbirds) National Association of Hight Instructors (NAFD

bull Address changes bull Merchandise sales bull 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 locatingorganizing 920-426-4876 Education __ _ ___ __ ____ _ 920-426-6815

bull EAA Air Academy bull 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 amp Company) Editorial __ __ ___ ___ 920-426-4825 _ __ _ _ _ FAX 920-426-4828

bull Submitting articlephoto bull Advertising information

EAA Aviation Foundation Artifact Donations ________ _ _ 920-426-4877 Financial Support __ ___ _ _ _ _ 800-236-1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Associshyation 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 AIRshyPLANE 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 inshycluded) (Add $7 for Foreign Postage)

lAC Current EAA members may join the Internashy

tional Aerobatic Club Inc_ Division and receive SPORT AEROBATICS magaZine for an addishytional $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 Warshy

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 Divishysion is available for $50 per year (SPORT AVIAII0N magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may 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 copy2003 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 VINTAGE 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 wekome 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 920426-4800

EAAf) and SPORT AVIAnON the EAA Logo and Aeronautica~ are registeree lrademarks trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademar1lts 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 29

This ladies polo shirt made of 100 cotton can be machine washed and dried It sports an all-navy VAA logo and white stripe collar and cuffs MD Vl1165 LG Vl1166 XL Vl1167

Ladies Yellow Golf Shirt

VAA Merchan Ladies Denim h1ampaLI This med shirt has the VAA on the back yoke SM V11183 MD V11184 LG V11185 XL V11186

totes are embossed on one side with ai rplanes and the VAA logo Washable

SM VOO250 $1795 LG V00249 $1895

ORDER ONLINE httpshopeaaorg Ladies and Mens Stonewashed Denim Shirt A classic for any season this denim shirt is great for all aviation activities LADIES $3195 MENs $3295 SM V11147 MD V11161 MD Vll148 LG Vl1162 LG VlUf9 XL Vl1163 XL VU 60 2X Vll164

$1895 This 100 cotton golf sh irt sports the VAA logo on the sleeve

classic for warm weather MD V11135 XL V11137 LG Vll136 2X Vlll38

SM Vl0134 LG Vl0136 MD Vl0135 XL Vl0137

Mens Burgundy Golf $1895 This golf sh irt is 100 cotton with tone

on tone VAA logo on chest It sports a three color collar MD Vl0151 $3495 2X V11134 $3695

This plush jacket will show your USA and VAA pride Made of 100 acrylic it washes easily MD V00913 XL VOO917 LG V00916 2X VOO929

This comfortable golf shirt is 100 cotshyton machine washable Tone on tone VAA logo on front SM Vl0130 LG Vl0132 LG Vl0153 MD Vl0131 XL Vl0133 XL Vl1133

30 JANUARY 2003

VAA Member Pin This cast metal pin is about 3 wjde A great way to show your VIA pride

Mini FanIFlashlight V40242 $iK SALE $495 This clever gadget features both a fan and a flashlight Batteries included

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

TELEPHONE ORDER 800-843-3612 FROM US AND CANADA (ALL OTHERS 920middot426middot5912)

MAIL ORDER VINTAGE MERCHANDISE PO BOX 3086

OSHKOSH WI 54903-3086

ORDER ONLINE

httpshopeaaorg

This set of 4 clear glasses with etched design is a classic way to display the VAA logoTravel Mug VOO342 $1295

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

Small VAA Logo Pin VOO258 $399 This small metal pin can be displayed

BlueGold Marbled Mug V40240 $595on your clothes then easily removed (Tie tack style pin) Enjoy your morning coffee with this

marbled coffee mug

Flat VAA Patch VOO257 $199 This VAA logo patch can be 3middotD VAA Patch ironed on your shirts coats or This 3middotdimensional patch is well tailored and will other accessories look great on your clothing and accessories

VINTAGE AIRPLANE 31

VAA Member Pin This cast metal pin is about 3 wjde A great way to show your VIA pride

Mini FanIFlashlight V40242 $iK SALE $495 This clever gadget features both a fan and a flashlight Batteries included

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

TELEPHONE ORDER 800-843-3612 FROM US AND CANADA (ALL OTHERS 920middot426middot5912)

MAIL ORDER VINTAGE MERCHANDISE PO BOX 3086

OSHKOSH WI 54903-3086

ORDER ONLINE

httpshopeaaorg

This set of 4 clear glasses with etched design is a classic way to display the VAA logoTravel Mug VOO342 $1295

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

Small VAA Logo Pin VOO258 $399 This small metal pin can be displayed

BlueGold Marbled Mug V40240 $595on your clothes then easily removed (Tie tack style pin) Enjoy your morning coffee with this

marbled coffee mug

Flat VAA Patch VOO257 $199 This VAA logo patch can be 3middotD VAA Patch ironed on your shirts coats or This 3middotdimensional patch is well tailored and will other accessories look great on your clothing and accessories

VINTAGE AIRPLANE 31

ORDER ONLINE

httpshopeaaorg

Sweatshirt Blankets These blankets are extra soft S4 in x 84 in and machine washableladies Stone Micro Fiber Jacket $6495

This classy jacket for women is soft to the touch water repellent and light weight with inside zipper pocket SM VI1168 LG V11171 MD VI1169 XL VI1172

Mens Navy Micro Fiber Jacket MD Vl0005 LG Vl0006 XL V10007 $7195 2X Vl0009 $7295 This classy navy jacket is soft to the touch water repellent and light weight with inside zippered pocket Machine wash gentle cycle

32 JANUARY 2003

V00933 Gold VOll04 Burgundy

TELEPHONE ORDER 800-843-3612 FROM US AND CANADA (ALL OTHERS 920middot426middot5912)

MAIL ORDER VINTAGE MERCHANDISE PO BOX 3086

OSHKOSH WI 54903-3086

1 THE VOLVO K(90 2003 MOTOR TREND SPORTUTILITY OF THE YEAR VOLVO A ROLL STABILITY CONTROL SYSTEM THIRD-ROW INFLATABLE SIDE CURTAINS SEAT BELT PRETENSIONERS IN ALL THREE ROWS THE VOLVO XC90 THE ADVENTURE CONTINUES AT for life VOLVOXC90_COM copy 2003 Volvo Cars of North America LLC Volvo for life is a registered trademark of Volvo Always

remember to wear your seat belt

1 THE VOLVO K(90 2003 MOTOR TREND SPORTUTILITY OF THE YEAR VOLVO A ROLL STABILITY CONTROL SYSTEM THIRD-ROW INFLATABLE SIDE CURTAINS SEAT BELT PRETENSIONERS IN ALL THREE ROWS THE VOLVO XC90 THE ADVENTURE CONTINUES AT for life VOLVOXC90_COM copy 2003 Volvo Cars of North America LLC Volvo for life is a registered trademark of Volvo Always

remember to wear your seat belt