VOL 31 No 3

2 VAA NEWS HG Frau tsch y

4 JOHN MILLER RECALLS

MY TRANSPORT LICENSE TESTJohn Miller

5 MYSTERY PLANE

MARCH 2003

5

6 IN SEARCH OF THE NORGE TELLER ALASKAS CLAIM TO FAME

Irven F Palmer

10 TYPE CLUB NOTES

THE TECHNICAL CORNER

Rob ert G Lock

13 THE VINTAGE INSTRUCTOR

ASSUMPTIONS

D ou g Stewart

14 WHAT OUR MEMBERS ARE RESTORING

16 BOB DALZELLS GERONIMO Budd Davisso n

21 PASS IT TO BUCK

22 CALENDAR

27 NEW MEMBERS

28 CLASSIFIED ADS

30 VAA MERCHANDISE

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

LEEANN ABRAMS TRISHA LUNDQUIST

Advertising Coordinator JULIE RUSSO AdvertisingEditorial Assistant ISABELLE WISKE Copy Editing COLLEEN WALSH

KATHLEEN WITMAN -~ ----I

VINTAGE A Uf_PLAtlll

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

BUDD DAVISSON Graphic Designer OLIVIA L PHILLIP

6

FRONT COVER Geronimo isnt just for yelling when you jump out the door with your parachute its the name of a very successful series of modifications to the venerable Piper Apache This is an great example flown by Bob Dalzell and his son Nicholas for EAA photographer Jim Koepnick EAA Cessna 210 photo plane flown by Bruce Moore

BACK COVER Ground School is the title of the 2002 Sport Aviation Art Compeshytition Merit ribbon winning watercolor by artist Randall Mytar of Sherman Oaks California He s painted and drawn professionally as an architectural designer and illustrator for the past 32 years but hes also an avowed airplane enthusiast

He wrote The love of aviation knows no limits when it comes to a persons age or type of aircraft or spacecraft its also a love affair that can be passed from father to son and daughter as captured in this painting You can reach Randall at 818-789middot7719

STRAIGHT Be EVEL

Each of us in various parts of the United States has to deal with some form of adverse weather Here in the southeastern United States its ice During this year the power compashynies have gotten really good at restoring the electrical grid in the southeast with all the practice Mother Nature has given them

Ice storms can be really devastatshying and we had a whopper of an ice storm this past week It turned off the lights and furnaces of more than 250000 people for three to six days and created some very real hardshyships for many people Whats heartening is how people jump in and help each other out during times like this It reminds me a lot of aviation where we often see groups of folks pitch in and help out with a common goal in mind

Even though the drooping branches were glistening with enshycrusted ice just a few days ago weve already had a temperature of 60degF and the calendar tells me were just a few weeks short of Sun n Fun Im ready How about you Norma and I are looking forward to standing in the Florida sunshine and enjoying seeing our many friends from down there and across the United States and abroad The headquarters for Vintage activities during Sun n Fun is the clubhouse for VAA Chapter 1 Just about any time of the day you will find a group of Vintage friends relaxing on the front porch of the Chapters clubhouse When you arshyrive you can register your airplane help a friend join VAA and then enshyjoy some popcorn and lemonade The Chapter 1 folks do a great job of making everyone feel at home

Just to the west of that building is the type club tent Its a great place to stop and chat with people who

BY ESPIE BUTCH JOYCE PRESIDENT VINTAGE ASSOCIATION

Alittle perspective really know your airplane or to find out about one you want to buy

Its going to be a spectacular start to EAAs Countdown to Kitty Hawk which is sponsored by Ford Motor Company The beautiful reproducshytion Wright Flyer built by Ken Hydes Wright Experience will be shown publicly for the first time and you really have to see it to appreciate not only the great craftsmanship of Ken and his crews work but also the work of the Wright brothers

The cost of fuel has been a subject for some pilots and there are those who are certain that it will impact the attendance at aviation events across the nation In some parts of the counshytry avgas is at or just below $300 per gallon That can be a pretty bitter pill to swallow when it comes time to pull out the credit card or checkbook and pay the bill Still perhaps some pershyspective might help While I was coming of age in the late 1950s I was pumping a good deal of avgas at our airport I was flying too so I was painfully aware of how much it cost At that time the 80 octane in our tanks was selling for 60 cents a gallon At that pOint in time the average Joe was taking home a weekly paycheck of $50 for 40 hours of work for a base pay rate of $125 per hour If you do the math that gallon of avgas was 48 percent of one hours pay

Lets apply the same logic to toshydays current situation If a persons taking home $24950 per year or $12 per hour (and I dare say that most who are considering flying are makshying substantially more per hour) and we compare $3 per gallon as a pershycentage of the hourly rate it works out to be about 20 percent of one hours wages In other words when it comes to the hourly cost of fuel for flying its cheaper today than it was

in 1958 Im sure there are plenty of opinions about this particular aspect of flying There seem to be so many things that demand a dollar or more from us now than there was back then that for many it becomes a matshyter of priorities

Enjoying local fly-ins is a great way to enjoy this spring and summers acshytivities One example is the VAA Chapter 3 event that takes place the first full weekend in May Folks will start flying in on Friday May 2 Well have old movies for everyone to enjoy that night and then the fly-in will be in full swing on Saturday Well park about 200 airplanes on the airport in Burlington North Carolina Old friends will see one another and new friendships will start as folks give buddy rides and hang out around their airplanes Theres no air show but the fly-by pattern is usually plenty busy Judging of aircraft begins after lunch and the awards are given out at the awards banquet Saturday night Our speaker this year will be Dolph Overton a Korean War ace who will speak about his experiences during this police action Sure seemed like a war to those who were there It should be an entertaining evening with plenty of good food

If youd like more information about the fly-in contact Eileen Wilshyson at 843753-7138 or e-mail her at eiwilsonhomeexpresswaynet

Lets all pull together in the same direction for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE

STRAIGHT Be EVEL

Each of us in various parts of the United States has to deal with some form of adverse weather Here in the southeastern United States its ice During this year the power compashynies have gotten really good at restoring the electrical grid in the southeast with all the practice Mother Nature has given them

Ice storms can be really devastatshying and we had a whopper of an ice storm this past week It turned off the lights and furnaces of more than 250000 people for three to six days and created some very real hardshyships for many people Whats heartening is how people jump in and help each other out during times like this It reminds me a lot of aviation where we often see groups of folks pitch in and help out with a common goal in mind

Even though the drooping branches were glistening with enshycrusted ice just a few days ago weve already had a temperature of 60degF and the calendar tells me were just a few weeks short of Sun n Fun Im ready How about you Norma and I are looking forward to standing in the Florida sunshine and enjoying seeing our many friends from down there and across the United States and abroad The headquarters for Vintage activities during Sun n Fun is the clubhouse for VAA Chapter 1 Just about any time of the day you will find a group of Vintage friends relaxing on the front porch of the Chapters clubhouse When you arshyrive you can register your airplane help a friend join VAA and then enshyjoy some popcorn and lemonade The Chapter 1 folks do a great job of making everyone feel at home

Just to the west of that building is the type club tent Its a great place to stop and chat with people who

BY ESPIE BUTCH JOYCE PRESIDENT VINTAGE ASSOCIATION

Alittle perspective really know your airplane or to find out about one you want to buy

Its going to be a spectacular start to EAAs Countdown to Kitty Hawk which is sponsored by Ford Motor Company The beautiful reproducshytion Wright Flyer built by Ken Hydes Wright Experience will be shown publicly for the first time and you really have to see it to appreciate not only the great craftsmanship of Ken and his crews work but also the work of the Wright brothers

The cost of fuel has been a subject for some pilots and there are those who are certain that it will impact the attendance at aviation events across the nation In some parts of the counshytry avgas is at or just below $300 per gallon That can be a pretty bitter pill to swallow when it comes time to pull out the credit card or checkbook and pay the bill Still perhaps some pershyspective might help While I was coming of age in the late 1950s I was pumping a good deal of avgas at our airport I was flying too so I was painfully aware of how much it cost At that time the 80 octane in our tanks was selling for 60 cents a gallon At that pOint in time the average Joe was taking home a weekly paycheck of $50 for 40 hours of work for a base pay rate of $125 per hour If you do the math that gallon of avgas was 48 percent of one hours pay

Lets apply the same logic to toshydays current situation If a persons taking home $24950 per year or $12 per hour (and I dare say that most who are considering flying are makshying substantially more per hour) and we compare $3 per gallon as a pershycentage of the hourly rate it works out to be about 20 percent of one hours wages In other words when it comes to the hourly cost of fuel for flying its cheaper today than it was

in 1958 Im sure there are plenty of opinions about this particular aspect of flying There seem to be so many things that demand a dollar or more from us now than there was back then that for many it becomes a matshyter of priorities

Enjoying local fly-ins is a great way to enjoy this spring and summers acshytivities One example is the VAA Chapter 3 event that takes place the first full weekend in May Folks will start flying in on Friday May 2 Well have old movies for everyone to enjoy that night and then the fly-in will be in full swing on Saturday Well park about 200 airplanes on the airport in Burlington North Carolina Old friends will see one another and new friendships will start as folks give buddy rides and hang out around their airplanes Theres no air show but the fly-by pattern is usually plenty busy Judging of aircraft begins after lunch and the awards are given out at the awards banquet Saturday night Our speaker this year will be Dolph Overton a Korean War ace who will speak about his experiences during this police action Sure seemed like a war to those who were there It should be an entertaining evening with plenty of good food

If youd like more information about the fly-in contact Eileen Wilshyson at 843753-7138 or e-mail her at eiwilsonhomeexpresswaynet

Lets all pull together in the same direction for the good of aviation Remember we are better together Join us and have it all

VINTAGE AIRPLANE

A NEWS COMPJLED BY RJC REYNOLDS AND HG FRAUTSCHY

Field Approval Process EAA and VAA continue to acshy

tively work with the FAA Small Aircraft Directorate office to ensure the confusion regarding Form 337 Field Approvals is resolved as soon as possible We continue to hear from members who are unable to get a local FSDO approval on a 337 regardless of whether or not it is based on a previously approved 337 Under the new system the FSDO is to contact an FAA engineer who will then review your package A properly filled out 337 with a copy of a previously filled out 337 forwarded to an FAA ACO (Aircraft Certification Office) is all that is needed An engineer in the ACO ofshyfice will review your paperwork and then return it to the FSDO with a sign-off

The policy is being reworked into a single Revision 16 document which should clarify the issue but members are encouraged to go to the manager of their local FSDO if theyre told a 337 cannot be approved If the FSDO manager is unable to clarify the procedure for the inspector please contact EAA Government programs at govteaaorg or 920-426-6522

Wrigbt Flyer Sim Makes First Fligbt Before it welcomes thousands

of would-be Orvilles and Wilburs the Wright Flyer simulator made its first flights in January in its birthplace the restoration center of the EAA AirVenture Museum Powered by Microsoft Flight Simshyulator software and built by the restoration center staff the simushylator is an integral part of EAAs Countdown to Kitty Hawk tourshying pavilion presented by the Ford Motor Company

With hand and hip controls the simulator is configured just like the 1903 Flyer The pilot lies prone on the lower wing with hips in a cradle that controls the wing warpshying and rudder right hand on the throttle and left hand on the ele-

MARCH 2003

vator Th ese simulator controls are an e la b o ra t e joys ti c k said Mishycrosoft Flight Simulato rs Bruce Williams after m aking several test fligh ts and a few last adjustments The Flyer is included in the n ew Microsoft Flight Simulator A Century of Flight whi ch will be in stores th is July

Th e Wright Flyer simulator will only be available at EAAs Countshydown to Kitty Hawk (For complete tour info rmation visit www countshydowntokittyhaw k com) What s u n iq ue abo ut EAA-and we h ave partnerships with a number of orshyganizat ions in the wo rld of aviat ion William s said is that EAA is t he only one with access to aircraft the skills and the people to re-create this sort of experience

Bellanca-Champion Club Announces Its Fly-In Schedule

Sun n Fun 2003 April 2-8 Well be at the Vintage Aircraft Type Club Tent d u ri n g the event manned by Club represe nta tives and vo lu nteers welcoming assistshying and ch att in g with o u r members gu ests an d visi t o rs Items of interes t and som e of our publications will be on display

Two presentations are scheduled on Thursday April 3 At 1200 pm we present Aeronca legend and aushythor Charlie Lasher who will speak on Aero n cas (a lso appli es t o Citabrias) in Forum Tent 2 At 100 pm in Forum Tent 2 Club Techshynica l Ad visor To m Witmer o f Witmers Aircraft Service will speak on the Be ll a n ca an d Ch a mpi o n lines of a ircraft Technical qu esshytions are welcome from the fl oor at both presentations

EAAs Timeless Voices at Sun n Fun Aviation history is more than artishy

facts it s about the people who make the artifacts significant The EM AirshyVenture Museum is preserving these stories through Timeless Voices of Aviation and wwwtimelessvoicesorg tells how to videotape the story of anyone involved in aviations first century and share it with future genshyerations Besides all the deta i ls about how to participate it includes selected videotaped interviews al shyready conducted

Timeless Voices headquarters will be in the Greatest Aviators section of EAA s Countdown to Kitty Hawk pavilion If you have a story to tell you can schedule a Sun n Fun interview by contacting Mary McKeown at 920-426shy6880 or timelessvoiceseaaorg

Forum Learn how to set up and conduct a Timeless Voices interview at EAAs Timeless Voices of AviationshyHow To Get Involved on Thursday April 3 at 1 pm in Sun n Fun Forum Tent 4 Visitors can also meet project staff and pick up project kits

CURTISS-WRIGHT PROP DECALS Fe llo w VAA member Sylva in

Melancon is looking for a pair of decals for his 104-inch-long Curshytis s-Wright metal prop It was made in 1937 and h es been told it was used on a Canadian Pacific Airwa ys airplane in the early 1940s but he was unable to supshyply us with any further details If the decal is unavailable even a copy of th e artwork would be h elpful You can e-mail him at Sm elanconairtran satco m or phone in Canada at 4 50-4 76shy1011 ext 2428

EAA AirVenture Workshops Seek Volunteers Homebuilding is at the core of the Experimental Aircraft Association and EM

AirVenture Oshkosh s hands-on workshops provide a great way for beginners to get started EM is looking for volunteers to introduce people to these skills If you have expertise in working with compOSites sheet metal woodworking weldshying or fabric covering we have just the spot for you Contact Workshop Chairman Willard Jeffreys at willardcjeffaolcom or 256-446-5668

2

- -----

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 Ann ual 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 Bam 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 Associations genera l income fu nd flying season at Pioneer Airport Silver Level contribu shyStarting 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 year ly 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 fundraising program is an annual affair begin shy for each of us as individuals to be part of supporting ning each year on July 1 and end ing 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 leve ls en t itles 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___________________________________________________________________________________

CitySta teZip______________________________________________________________________________

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 dona tion Please ask your Human Reshysources department for the appropriate form

Name o f Company __________________________

The Vintage Aircraft Association is a non-profit educa tional organization under IRS SO I 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 p ro perty other than money) contributed exceeds the va lue 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

VINTAGE AIRPLANE 3

pleasant enshycountErsthrough the 1930s with George Ream the early Department of Commerce inshyspector at old Roosevelt Field He was quite a character and I had many contacts with him especially when getting planes inspeCted which in those days was done by a Department of Commerce inspector The first time was in early 1928 when I flew to Roosevelt to take the test for my transport license equivalent to todays commershycial certificate This was to be my first pilot license under the new 1927 regulations

I had an early morning apshypOintment for the test and took off from Poughkeepsies old airshyport (long gone now) in my OX-S powered IN-4 Canuck in beautishyful calm weather The direct course took me across Long Isshyland Sound qUite a broad area Over the water I encountered some rather rough clear air turshybulence and then the airplane seemed to stand almost still in an extremely strong head wind the weather still clear The waves on the water showed white caps blown by a very strong south wind I reduced altitude to get a little less head wind and finally arrived over Roosevelt When I got directly over the field at about 500 feet and reduced power a little the airplane stood fully stationary in the strong but smooth wind All I had to do to land was throttle back a Ii ttle more to make a perfectly vertical

MARCH 2003

descent and landing after I had to hold the power on and the tail up to prevent having the plane rolled over by the wind Several men came out and held the wingtips so that I could turn the plane to a crosswind position to keep it from being blown away A Jenny does not have brakes and the way to lock the controls is to put a tightened seat belt over the stick The rudder reshymains free

George Ream whom I had

ou mean

to tell me

that you

came here

in this wind

expecting

to take a

flight test

never met up to that U(Jlt1~ out of the little office and You mean to tell me that you came here in this wind expecting to take a flight test When I afshyfirmed that I did that I had an appointment and that there was NO wind at Poughkeepsie he said Okay well go and he got aboard With the help of the men holding the wings we turned into the wind and lifted off There was no interphone so no communication between us and no airspeed indicator I just made a few 45-degree turns and did the required spins with the wind drifting us clear across the field each time Then I made another vertical descent and knowing that the landing had to be made within 200 feet after crossing the fence landed about one fuselage length windward of it at zero ground speed The men on the ground held the wings again George said Thats enough Come into the office He made out the transport license and I had a good tail wind across the water and made it home in record time

Thats how simple it was in those days no written exam just a few oral questions The lishycense number issued was 5945 and it is now on my ATP certifishycate Today I would not even think of flying across Long Isshyland Sound behind an old OX-5 90-hp engine

4

A few of our mem bers were able to identify the pretty cabin biplane that served as our December Mysshytery Plane Heres one answer

The December Mystery Plane is the one and only Mode l E Cabin Bird that was buil t It was built in 1931 and had experimental registrashytion number X8SSW It was built by the Bird Aircraft Corp in Glendale Long Island New York This comshypany was the successor to the Bru nner- Winkle Aircraft Corp wh ich originally designed and marshyketed the Bird line of biplanes

The Cabin Bird was int roduced to the public at the 1931 National Aircraft Show that was held at Deshytroit City Airport in Detroit Michigan on April 11 to 191931 It was a hit at the show The plane was powered with a 12S-hp Kinner BS engine was described as a five-place plane with capability for big payshyloads and was advertised at a price of $4995

BY HG FRAUTSCHY

DECEMBERS MYSTERY PLANE

Our thanks to Dick and Jeannie Hill who shared this photo from their collecshytion of Bird Aircraft Co materials This version is not retouched unlike the December issue s photo You can see they added a square window in the cabin during the retouching along with a D window The actual registration number is also shown in this version of the shot There are a few more deshytails coming to light concerning the Bird Model E which will be included in the forthcoming book History of the Bird Aircraft by Richard C Hill

The Cabin Bird had a very short life It was an entrant in the 1931 Nashytional Air Tour competition for the Edsel B Ford Reliability Trophy (comshymonly known as the Ford Air Tour) On July 4 1931 the Ford Air Tour deshyparted Dearborn Michigan The

THIS MONTH S MVSTERV PLANE COMES FROM THE

COLLECTION OF ALFRED FOX JR OF GRAV LOUISIANA

SEND YOUR ANSWER TO EAA VINshyTAGE AIRPLANE PO Box 3086 OSHKOSH WI 54903-3086 YOUR ANshySWER NEEDS TO BE IN NO LATER THAN APRIL 15 2003 FOR INCLUSION IN THE JUNE 2003 ISSUE OF VINTAGE AIRPLANE

YOU CAN ALSO SEND YOUR RESPONSE

VIA E-MAIL SEND YOUR ANSWER TO vinshytageeaaorg

BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE) IN THE BODY OF YOUR NOTE AND PUT (MONTH) MYSTERY PLANE IN THE SUBJECT LINE

Cabin Bird was flown by Leonard Flo from Dearborn The tour spent the first night in Le Roy New York On July 5 the tour went to Binghamton New York On July 6 the Cabin Bird suffered an engine failure near Ceres New York (on the New YorkPennsylshyvania border about 20 miles east of Bradford Pennsylvania) This resulted in the Cabin Bird being out of the tour for good

Although Bird Aircraft Corp adshyvertised the Cabin Bird until late in 1931 I cannot find any indication of further activity The Bird Aircraft Corp went out of business in late 1932-Lynn Towns Holt Michigan

Other answers were received from Jack Erickson State College Pennsylvania Robert Thomas Clyde Michigan Joel Fairfax Madishyson Connecticut Ralph Roberts Saginaw Michigan John Rowles Beshymidji Minnesota Russ Brown Lyndhurst Ohio Thomas Lymburn Princeton Minnesota

VINTAGE AIRPLANE 5

pleasant enshycountErsthrough the 1930s with George Ream the early Department of Commerce inshyspector at old Roosevelt Field He was quite a character and I had many contacts with him especially when getting planes inspeCted which in those days was done by a Department of Commerce inspector The first time was in early 1928 when I flew to Roosevelt to take the test for my transport license equivalent to todays commershycial certificate This was to be my first pilot license under the new 1927 regulations

I had an early morning apshypOintment for the test and took off from Poughkeepsies old airshyport (long gone now) in my OX-S powered IN-4 Canuck in beautishyful calm weather The direct course took me across Long Isshyland Sound qUite a broad area Over the water I encountered some rather rough clear air turshybulence and then the airplane seemed to stand almost still in an extremely strong head wind the weather still clear The waves on the water showed white caps blown by a very strong south wind I reduced altitude to get a little less head wind and finally arrived over Roosevelt When I got directly over the field at about 500 feet and reduced power a little the airplane stood fully stationary in the strong but smooth wind All I had to do to land was throttle back a Ii ttle more to make a perfectly vertical

MARCH 2003

descent and landing after I had to hold the power on and the tail up to prevent having the plane rolled over by the wind Several men came out and held the wingtips so that I could turn the plane to a crosswind position to keep it from being blown away A Jenny does not have brakes and the way to lock the controls is to put a tightened seat belt over the stick The rudder reshymains free

George Ream whom I had

ou mean

to tell me

that you

came here

in this wind

expecting

to take a

flight test

never met up to that U(Jlt1~ out of the little office and You mean to tell me that you came here in this wind expecting to take a flight test When I afshyfirmed that I did that I had an appointment and that there was NO wind at Poughkeepsie he said Okay well go and he got aboard With the help of the men holding the wings we turned into the wind and lifted off There was no interphone so no communication between us and no airspeed indicator I just made a few 45-degree turns and did the required spins with the wind drifting us clear across the field each time Then I made another vertical descent and knowing that the landing had to be made within 200 feet after crossing the fence landed about one fuselage length windward of it at zero ground speed The men on the ground held the wings again George said Thats enough Come into the office He made out the transport license and I had a good tail wind across the water and made it home in record time

Thats how simple it was in those days no written exam just a few oral questions The lishycense number issued was 5945 and it is now on my ATP certifishycate Today I would not even think of flying across Long Isshyland Sound behind an old OX-5 90-hp engine

4

A few of our mem bers were able to identify the pretty cabin biplane that served as our December Mysshytery Plane Heres one answer

The December Mystery Plane is the one and only Mode l E Cabin Bird that was buil t It was built in 1931 and had experimental registrashytion number X8SSW It was built by the Bird Aircraft Corp in Glendale Long Island New York This comshypany was the successor to the Bru nner- Winkle Aircraft Corp wh ich originally designed and marshyketed the Bird line of biplanes

The Cabin Bird was int roduced to the public at the 1931 National Aircraft Show that was held at Deshytroit City Airport in Detroit Michigan on April 11 to 191931 It was a hit at the show The plane was powered with a 12S-hp Kinner BS engine was described as a five-place plane with capability for big payshyloads and was advertised at a price of $4995

BY HG FRAUTSCHY

DECEMBERS MYSTERY PLANE

Our thanks to Dick and Jeannie Hill who shared this photo from their collecshytion of Bird Aircraft Co materials This version is not retouched unlike the December issue s photo You can see they added a square window in the cabin during the retouching along with a D window The actual registration number is also shown in this version of the shot There are a few more deshytails coming to light concerning the Bird Model E which will be included in the forthcoming book History of the Bird Aircraft by Richard C Hill

The Cabin Bird had a very short life It was an entrant in the 1931 Nashytional Air Tour competition for the Edsel B Ford Reliability Trophy (comshymonly known as the Ford Air Tour) On July 4 1931 the Ford Air Tour deshyparted Dearborn Michigan The

THIS MONTH S MVSTERV PLANE COMES FROM THE

COLLECTION OF ALFRED FOX JR OF GRAV LOUISIANA

SEND YOUR ANSWER TO EAA VINshyTAGE AIRPLANE PO Box 3086 OSHKOSH WI 54903-3086 YOUR ANshySWER NEEDS TO BE IN NO LATER THAN APRIL 15 2003 FOR INCLUSION IN THE JUNE 2003 ISSUE OF VINTAGE AIRPLANE

YOU CAN ALSO SEND YOUR RESPONSE

VIA E-MAIL SEND YOUR ANSWER TO vinshytageeaaorg

BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE) IN THE BODY OF YOUR NOTE AND PUT (MONTH) MYSTERY PLANE IN THE SUBJECT LINE

Cabin Bird was flown by Leonard Flo from Dearborn The tour spent the first night in Le Roy New York On July 5 the tour went to Binghamton New York On July 6 the Cabin Bird suffered an engine failure near Ceres New York (on the New YorkPennsylshyvania border about 20 miles east of Bradford Pennsylvania) This resulted in the Cabin Bird being out of the tour for good

Although Bird Aircraft Corp adshyvertised the Cabin Bird until late in 1931 I cannot find any indication of further activity The Bird Aircraft Corp went out of business in late 1932-Lynn Towns Holt Michigan

Other answers were received from Jack Erickson State College Pennsylvania Robert Thomas Clyde Michigan Joel Fairfax Madishyson Connecticut Ralph Roberts Saginaw Michigan John Rowles Beshymidji Minnesota Russ Brown Lyndhurst Ohio Thomas Lymburn Princeton Minnesota

VINTAGE AIRPLANE 5

A few of our mem bers were able to identify the pretty cabin biplane that served as our December Mysshytery Plane Heres one answer

The December Mystery Plane is the one and only Mode l E Cabin Bird that was buil t It was built in 1931 and had experimental registrashytion number X8SSW It was built by the Bird Aircraft Corp in Glendale Long Island New York This comshypany was the successor to the Bru nner- Winkle Aircraft Corp wh ich originally designed and marshyketed the Bird line of biplanes

The Cabin Bird was int roduced to the public at the 1931 National Aircraft Show that was held at Deshytroit City Airport in Detroit Michigan on April 11 to 191931 It was a hit at the show The plane was powered with a 12S-hp Kinner BS engine was described as a five-place plane with capability for big payshyloads and was advertised at a price of $4995

BY HG FRAUTSCHY

DECEMBERS MYSTERY PLANE

Our thanks to Dick and Jeannie Hill who shared this photo from their collecshytion of Bird Aircraft Co materials This version is not retouched unlike the December issue s photo You can see they added a square window in the cabin during the retouching along with a D window The actual registration number is also shown in this version of the shot There are a few more deshytails coming to light concerning the Bird Model E which will be included in the forthcoming book History of the Bird Aircraft by Richard C Hill

The Cabin Bird had a very short life It was an entrant in the 1931 Nashytional Air Tour competition for the Edsel B Ford Reliability Trophy (comshymonly known as the Ford Air Tour) On July 4 1931 the Ford Air Tour deshyparted Dearborn Michigan The

THIS MONTH S MVSTERV PLANE COMES FROM THE

COLLECTION OF ALFRED FOX JR OF GRAV LOUISIANA

SEND YOUR ANSWER TO EAA VINshyTAGE AIRPLANE PO Box 3086 OSHKOSH WI 54903-3086 YOUR ANshySWER NEEDS TO BE IN NO LATER THAN APRIL 15 2003 FOR INCLUSION IN THE JUNE 2003 ISSUE OF VINTAGE AIRPLANE

YOU CAN ALSO SEND YOUR RESPONSE

VIA E-MAIL SEND YOUR ANSWER TO vinshytageeaaorg

BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE) IN THE BODY OF YOUR NOTE AND PUT (MONTH) MYSTERY PLANE IN THE SUBJECT LINE

Cabin Bird was flown by Leonard Flo from Dearborn The tour spent the first night in Le Roy New York On July 5 the tour went to Binghamton New York On July 6 the Cabin Bird suffered an engine failure near Ceres New York (on the New YorkPennsylshyvania border about 20 miles east of Bradford Pennsylvania) This resulted in the Cabin Bird being out of the tour for good

Although Bird Aircraft Corp adshyvertised the Cabin Bird until late in 1931 I cannot find any indication of further activity The Bird Aircraft Corp went out of business in late 1932-Lynn Towns Holt Michigan

Other answers were received from Jack Erickson State College Pennsylvania Robert Thomas Clyde Michigan Joel Fairfax Madishyson Connecticut Ralph Roberts Saginaw Michigan John Rowles Beshymidji Minnesota Russ Brown Lyndhurst Ohio Thomas Lymburn Princeton Minnesota

VINTAGE AIRPLANE 5

The semi-rigid dirigible Norge as it appeared just prior to its arrival at the Artic Circle

In Search of the

Norge Teller Alaskas Claim to Fame

IRVEN F PALMER

As a member of the EAA Vintage Aircraft Association I tried for years to keep my airplane in its original configuration My reasoning was simple Since Cessnas design team worked for years developing its fourshyplace economical-to-operate all -metal easy-to-fly low-mainteshynance good-performance personal transportation aircraft why should I try to change anything Living in Alaska though did require a few modifications such as steel axles to safely use skis in the winter

I purchased N342SC in 1975 It had rolled out of the Wichita factory

in 1954 a beautiful Cessna 170B Seshyrial No 26471 that had incorporated all of the refinements to the original 170 design

The original Continental 145-hp engine had been replaced back in 1967 with a new Continental 0shy300A 145-hp engine I had acquired the aircraft with about 250 hours on that engine and I put another 1400 hours on it before I decided to have it overhauled or replaced The time between overhau ls (TBO) was listed as lSOO hours but I decided to do something before things started to go bad

The Norge as it deflates after arrivshying in Teller Alaska at 730 am on May 14 1926

I looked at various options A few people I knew owned Cessna 170s One had replaced his engine with a 160-hp Lycoming another with a lS0-hp Lycoming and still another with a new lS0-hp Continental with fuel injection All of these convershysions gave their owners a little higher cruise speed and better takeshyoff performance while the gross weight and useful load remained nearly the same The downside was that all of those engines burned a lot more fuel So unless an auxiliary fuel tank is installed which usually deshycreases the baggage area the range goes down as the fuel cost increases as you arrive at your destination a little sooner

In addition the installation of these engines requires major and costly changes to the airplane For instance an auxiliary fuel tank new

My Cessna 180 Charlie just before my departure All this camping and survival gear had to fit inside the cabin Although it only weighed 160 pounds it was Teller Alaska the landing spot for the first transpolar

rather bulky flight

MARCH 2003 6

engine mounts relocation of the battery alteration of the engine cowling installation of propeller controls purchase of a constant speed prop installation of manifold pressure gauge and more All of these things cost money and the reshysult is only a marginal increase in performance at certain weight and balance configurations

So I made the decision to keep my Continental 0-300A and have it overhauled After this work was done by Alaskan Aircraft Engines in Anchorage Alaska and after the break-in period I wanted to go on a long trip to see how the airplane performed with its new engine

During the 27 years I have owned N3428C I have flown it to nearly all parts of Alaska either on work asshysignments or on fun trips that have included hunting fishing and prospecting The one area of the state that I had not ventured into was the extreme northwestern part so I began planning a trip to tryout my new engine

Nearly all of us have been on many of the so-called $100 hamshyburger outings where we fly out to some destination for lunch and reshyturn home the same day Its just an excuse to go fly on a pretty day Up here in Alaska many of our destinashytions are hundreds of miles apart and overnight camp-outs are comshymonly associated with weekend trips This is especially true in the winter where the small number of daylight hours makes planning critical

One village in northwest Alaska has held my interest for quite some time as a destination I needed to visit That village is Teller Alaska loshycated about 55 miles northwest of Nome Since I know that all of you members of Vintage Aircraft Associashytion enjoy vintage and classic aircraft and the history of early aviation or you probably wouldnt even be readshying this magazine you can appreciate my interest in Teller Alaska which has a unique aviation history

You see this little Eskimo village of Teller situated near Port Clarence

on the Bering Sea gained national recognition in aviation circles back in 1926 as the landing site of the very first transpolar flight from Eushyrope to Alaska by the dirigible Norge

The Norwegian exshyplorer Roald Amundsen wanted to be the first to fly to the North Pole and then on to Alaska He and Lincoln Ellsworth a wealthy pilot and exshyplorer tried in it 1925 using a pair of Dornier Wal seaplanes but failed in the attempt and had to return to their base Deciding that a dirigible was more likely to sucshyceed on such a flight Amundsen made a speshycial purchase deal with the Italian government which was approved by Mussolini on two conditions that the Italian Col Umberto Nobile designer of the airshyship be appOinted commander with five other Italians forming a part of the crew and that Italy would repurshychase the ship then called N-l if it survived the exshy

staked their claim to reaching the North Pole by air on May 9 1926 The first flight to the North Pole would not be theirs to grasp but the crew of the Norge would be the first

Ten-year-old Janelle Menadelook stands by the conshycrete block that used to serve as the monument at the spot where the Norge landed A bronze plaque used to be mounted on the base but it has been missing for some time

pedition in good Later the bronze plaque used to be on display here at condition the Teller Trading Co store but its no longer there

Later Ellsworth eventually contributed more than $100000 to the enterprise covering nearly one third of the cost The deal was made and the airship was stripped and renamed the Norge and flown to Spitsbergen a Norweshygian-held island in preparation for the transpolar flight There was comshypetition when they got to Spitsbergen Cmdr Richard Byrd and his crew arrived April 29 with their Fokker tri-motor the Josephine Ford tied down fast to the deck of the steamer Chantier Byrd and his pilot Floyd Bennett took off and

to attempt a transpolar flight Like most dirigibles the Norge was large as the following statistics show

Length 348 feet Height 79 feet Power Three 230-hp engines Maximum speed 71 mph Load including crew fuel and ballast 11 tons

Hydrogen gas 670980 cubic feet

With Amundsen in command of the expedition and with Nobile at the helm and carrying a crew of eight

VINTAGE AIRPLANE 7

The Norges landing spot is now ocshycupied by fishing boats a snow machine and a dog sled

Are these pieces of the Norge I don t know but if they are they are a sad reminder of a once large airshyship that weighed tons and made history when it landed at this small Eskimo village

Norwegians one American one Swede and six Italians the Norge lifted off of Spitsbergen Norway at Kings Bay on May II 1926 and headed for the North Pole with a planned destination of Nome Alaska

Navigation was difficult in those days before LORAN and GPS as a magnetic compass is not reliable at high latitudes Perhaps celestial navishygation was the key to their success After an exhausting three-day flight and with the airship heavy with ice and difficult to control in a brisk wind Amundsen and Nobile decided to land at the small Eskimo village of Teller rather than the target destinashytion of Nome Thus Teller was destined to become famous in early aviation circles The transpolar flight had covered 3180 miles and had taken 70 hours 40 minutes giving the airship an average groundspeed of 45 mph

The flight was not without conshytrove rsy Lat e r signs of a strong

MARCH 2003

disagreement between Amundsen and Nobile became known particushylarly after President Coolidge and Italian dictator Benito Mussolini feted Nobile as a great hero Amundshysen had felt that credit for the planning and execution of the flight belonged to him Ellsworth and his crew and that Nobil e had been no more than a hired pilot and engishyneer No sign of this rift appears in the book First Crossing of the Polar Sea by Amundsen a n d Ellsworth published by Doubleday Doran amp Co in 1928 Yet in his other book My Life as an Explorer he spent nearly 100 pages discrediting Nobile Still inJune 1928 Amundsen chose honor above his hard fee lin gs and joined a rescue operation to retrieve Nobile and the crew of the airship Italia After departing Tromso in a search plane Amundsen was never heard from again He and his planes crew disappeared without a trace Nobile after a tumultuous career punctuated by persecution by the Italian Fascists immigrated to the United States where he died in 1978

After landing in Telier the crew deshycided not to proceed any farther even though a big celebration awaited in Nome The unceleb rated crew set about dismantling the airship Nobile wanted the engines returned to Italy so they were crated and shipped out The rest of the airship was also taken apart but here the differing accounts become confusing

Some old-timers had stories about vi ll agers carting off pieces of th e Norge Was the Norge fabric used for wall coverings or insulation was some of the aluminum frame made into tools and were other pieces of the airship used in other ways If this is the case then the whole airshyship was not returned to Ital y I dont know if Italy repurchased the dismantled pieces or even if any pieces except the engines ever got back to Italy

Teller seemed like a great destinashytion to give my new engine a workout so I decided to fly up there and talk to any folks who may have

remembered or been told about the Norge I wanted to get my hands on a piece of the airship or at least stand where the historic flight had landed

On September 20 2002 I got a good weather report on local news and Duatcom confirmed a nice sunny high-pressure weather winshydow of about five days I sorted all my camping and surviva l gear and loaded N3428C Charlie and took off at 1047 a m From my home base at Soldotna Alaska I climbed steadily westward crossing Cook Inshylet and the Alaska Range through Rainy Pass at 6500 feet with a good tail wind and a groundspeed of 125 mph Mount McKinley and the other peaks partially covered with new snow provided spectacu lar scenery I landed at McGrath and again at Unalakleet t o gas up and found fuel cost $345 per gallon so I had an instant clue that this trip was going to cost me I continued flying to the north and northeast around Norton Sound My groundspeed dropped to abo ut 60 mph as I bucked about a 30-knot easterly flow Once aro und the Sound I could then run west again and the groundspeed picked up to 115 mph I flew on into Nome arriving at 625 pm I gassed up at the Bering Air terminal and pitched my tent beside the airplane for the night

The next morning I awoke to a 24degF temperature and lots of frost on the tent and the airplane I turned Charlie around so its tail pOinted east and exposed the top surface of the wing and tail surfaces to the rising sun I had a bite of breakfast and by the time I had repacked the sleeping bag and tent the sun had melted all the frost off the wing and tail I was off the ground by 1020 am and 50 minutes later overflew Teller to view the spot where Norge had landed Of course in May 1926 the water in Port Clarence and the adjacent lagoon would have still been frozen I landed at the Teller Airport which must be at least 2 or 3 miles from the village I was contemplating my long walk into town when a pickup truck pulled

8

engine mounts relocation of the battery alteration of the engine cowling installation of propeller controls purchase of a constant speed prop installation of manifold pressure gauge and more All of these things cost money and the reshysult is only a marginal increase in performance at certain weight and balance configurations

So I made the decision to keep my Continental 0-300A and have it overhauled After this work was done by Alaskan Aircraft Engines in Anchorage Alaska and after the break-in period I wanted to go on a long trip to see how the airplane performed with its new engine

During the 27 years I have owned N3428C I have flown it to nearly all parts of Alaska either on work asshysignments or on fun trips that have included hunting fishing and prospecting The one area of the state that I had not ventured into was the extreme northwestern part so I began planning a trip to tryout my new engine

Nearly all of us have been on many of the so-called $100 hamshyburger outings where we fly out to some destination for lunch and reshyturn home the same day Its just an excuse to go fly on a pretty day Up here in Alaska many of our destinashytions are hundreds of miles apart and overnight camp-outs are comshymonly associated with weekend trips This is especially true in the winter where the small number of daylight hours makes planning critical

One village in northwest Alaska has held my interest for quite some time as a destination I needed to visit That village is Teller Alaska loshycated about 55 miles northwest of Nome Since I know that all of you members of Vintage Aircraft Associashytion enjoy vintage and classic aircraft and the history of early aviation or you probably wouldnt even be readshying this magazine you can appreciate my interest in Teller Alaska which has a unique aviation history

You see this little Eskimo village of Teller situated near Port Clarence

on the Bering Sea gained national recognition in aviation circles back in 1926 as the landing site of the very first transpolar flight from Eushyrope to Alaska by the dirigible Norge

The Norwegian exshyplorer Roald Amundsen wanted to be the first to fly to the North Pole and then on to Alaska He and Lincoln Ellsworth a wealthy pilot and exshyplorer tried in it 1925 using a pair of Dornier Wal seaplanes but failed in the attempt and had to return to their base Deciding that a dirigible was more likely to sucshyceed on such a flight Amundsen made a speshycial purchase deal with the Italian government which was approved by Mussolini on two conditions that the Italian Col Umberto Nobile designer of the airshyship be appOinted commander with five other Italians forming a part of the crew and that Italy would repurshychase the ship then called N-l if it survived the exshy

staked their claim to reaching the North Pole by air on May 9 1926 The first flight to the North Pole would not be theirs to grasp but the crew of the Norge would be the first

Ten-year-old Janelle Menadelook stands by the conshycrete block that used to serve as the monument at the spot where the Norge landed A bronze plaque used to be mounted on the base but it has been missing for some time

pedition in good Later the bronze plaque used to be on display here at condition the Teller Trading Co store but its no longer there

Later Ellsworth eventually contributed more than $100000 to the enterprise covering nearly one third of the cost The deal was made and the airship was stripped and renamed the Norge and flown to Spitsbergen a Norweshygian-held island in preparation for the transpolar flight There was comshypetition when they got to Spitsbergen Cmdr Richard Byrd and his crew arrived April 29 with their Fokker tri-motor the Josephine Ford tied down fast to the deck of the steamer Chantier Byrd and his pilot Floyd Bennett took off and

to attempt a transpolar flight Like most dirigibles the Norge was large as the following statistics show

Length 348 feet Height 79 feet Power Three 230-hp engines Maximum speed 71 mph Load including crew fuel and ballast 11 tons

Hydrogen gas 670980 cubic feet

With Amundsen in command of the expedition and with Nobile at the helm and carrying a crew of eight

VINTAGE AIRPLANE 7

The Norges landing spot is now ocshycupied by fishing boats a snow machine and a dog sled

Are these pieces of the Norge I don t know but if they are they are a sad reminder of a once large airshyship that weighed tons and made history when it landed at this small Eskimo village

Norwegians one American one Swede and six Italians the Norge lifted off of Spitsbergen Norway at Kings Bay on May II 1926 and headed for the North Pole with a planned destination of Nome Alaska

Navigation was difficult in those days before LORAN and GPS as a magnetic compass is not reliable at high latitudes Perhaps celestial navishygation was the key to their success After an exhausting three-day flight and with the airship heavy with ice and difficult to control in a brisk wind Amundsen and Nobile decided to land at the small Eskimo village of Teller rather than the target destinashytion of Nome Thus Teller was destined to become famous in early aviation circles The transpolar flight had covered 3180 miles and had taken 70 hours 40 minutes giving the airship an average groundspeed of 45 mph

The flight was not without conshytrove rsy Lat e r signs of a strong

MARCH 2003

disagreement between Amundsen and Nobile became known particushylarly after President Coolidge and Italian dictator Benito Mussolini feted Nobile as a great hero Amundshysen had felt that credit for the planning and execution of the flight belonged to him Ellsworth and his crew and that Nobil e had been no more than a hired pilot and engishyneer No sign of this rift appears in the book First Crossing of the Polar Sea by Amundsen a n d Ellsworth published by Doubleday Doran amp Co in 1928 Yet in his other book My Life as an Explorer he spent nearly 100 pages discrediting Nobile Still inJune 1928 Amundsen chose honor above his hard fee lin gs and joined a rescue operation to retrieve Nobile and the crew of the airship Italia After departing Tromso in a search plane Amundsen was never heard from again He and his planes crew disappeared without a trace Nobile after a tumultuous career punctuated by persecution by the Italian Fascists immigrated to the United States where he died in 1978

After landing in Telier the crew deshycided not to proceed any farther even though a big celebration awaited in Nome The unceleb rated crew set about dismantling the airship Nobile wanted the engines returned to Italy so they were crated and shipped out The rest of the airship was also taken apart but here the differing accounts become confusing

Some old-timers had stories about vi ll agers carting off pieces of th e Norge Was the Norge fabric used for wall coverings or insulation was some of the aluminum frame made into tools and were other pieces of the airship used in other ways If this is the case then the whole airshyship was not returned to Ital y I dont know if Italy repurchased the dismantled pieces or even if any pieces except the engines ever got back to Italy

Teller seemed like a great destinashytion to give my new engine a workout so I decided to fly up there and talk to any folks who may have

remembered or been told about the Norge I wanted to get my hands on a piece of the airship or at least stand where the historic flight had landed

On September 20 2002 I got a good weather report on local news and Duatcom confirmed a nice sunny high-pressure weather winshydow of about five days I sorted all my camping and surviva l gear and loaded N3428C Charlie and took off at 1047 a m From my home base at Soldotna Alaska I climbed steadily westward crossing Cook Inshylet and the Alaska Range through Rainy Pass at 6500 feet with a good tail wind and a groundspeed of 125 mph Mount McKinley and the other peaks partially covered with new snow provided spectacu lar scenery I landed at McGrath and again at Unalakleet t o gas up and found fuel cost $345 per gallon so I had an instant clue that this trip was going to cost me I continued flying to the north and northeast around Norton Sound My groundspeed dropped to abo ut 60 mph as I bucked about a 30-knot easterly flow Once aro und the Sound I could then run west again and the groundspeed picked up to 115 mph I flew on into Nome arriving at 625 pm I gassed up at the Bering Air terminal and pitched my tent beside the airplane for the night

The next morning I awoke to a 24degF temperature and lots of frost on the tent and the airplane I turned Charlie around so its tail pOinted east and exposed the top surface of the wing and tail surfaces to the rising sun I had a bite of breakfast and by the time I had repacked the sleeping bag and tent the sun had melted all the frost off the wing and tail I was off the ground by 1020 am and 50 minutes later overflew Teller to view the spot where Norge had landed Of course in May 1926 the water in Port Clarence and the adjacent lagoon would have still been frozen I landed at the Teller Airport which must be at least 2 or 3 miles from the village I was contemplating my long walk into town when a pickup truck pulled

8

The Norges landing spot is now ocshycupied by fishing boats a snow machine and a dog sled

Are these pieces of the Norge I don t know but if they are they are a sad reminder of a once large airshyship that weighed tons and made history when it landed at this small Eskimo village

Norwegians one American one Swede and six Italians the Norge lifted off of Spitsbergen Norway at Kings Bay on May II 1926 and headed for the North Pole with a planned destination of Nome Alaska

Navigation was difficult in those days before LORAN and GPS as a magnetic compass is not reliable at high latitudes Perhaps celestial navishygation was the key to their success After an exhausting three-day flight and with the airship heavy with ice and difficult to control in a brisk wind Amundsen and Nobile decided to land at the small Eskimo village of Teller rather than the target destinashytion of Nome Thus Teller was destined to become famous in early aviation circles The transpolar flight had covered 3180 miles and had taken 70 hours 40 minutes giving the airship an average groundspeed of 45 mph

The flight was not without conshytrove rsy Lat e r signs of a strong

MARCH 2003

disagreement between Amundsen and Nobile became known particushylarly after President Coolidge and Italian dictator Benito Mussolini feted Nobile as a great hero Amundshysen had felt that credit for the planning and execution of the flight belonged to him Ellsworth and his crew and that Nobil e had been no more than a hired pilot and engishyneer No sign of this rift appears in the book First Crossing of the Polar Sea by Amundsen a n d Ellsworth published by Doubleday Doran amp Co in 1928 Yet in his other book My Life as an Explorer he spent nearly 100 pages discrediting Nobile Still inJune 1928 Amundsen chose honor above his hard fee lin gs and joined a rescue operation to retrieve Nobile and the crew of the airship Italia After departing Tromso in a search plane Amundsen was never heard from again He and his planes crew disappeared without a trace Nobile after a tumultuous career punctuated by persecution by the Italian Fascists immigrated to the United States where he died in 1978

After landing in Telier the crew deshycided not to proceed any farther even though a big celebration awaited in Nome The unceleb rated crew set about dismantling the airship Nobile wanted the engines returned to Italy so they were crated and shipped out The rest of the airship was also taken apart but here the differing accounts become confusing

Some old-timers had stories about vi ll agers carting off pieces of th e Norge Was the Norge fabric used for wall coverings or insulation was some of the aluminum frame made into tools and were other pieces of the airship used in other ways If this is the case then the whole airshyship was not returned to Ital y I dont know if Italy repurchased the dismantled pieces or even if any pieces except the engines ever got back to Italy

Teller seemed like a great destinashytion to give my new engine a workout so I decided to fly up there and talk to any folks who may have

remembered or been told about the Norge I wanted to get my hands on a piece of the airship or at least stand where the historic flight had landed

On September 20 2002 I got a good weather report on local news and Duatcom confirmed a nice sunny high-pressure weather winshydow of about five days I sorted all my camping and surviva l gear and loaded N3428C Charlie and took off at 1047 a m From my home base at Soldotna Alaska I climbed steadily westward crossing Cook Inshylet and the Alaska Range through Rainy Pass at 6500 feet with a good tail wind and a groundspeed of 125 mph Mount McKinley and the other peaks partially covered with new snow provided spectacu lar scenery I landed at McGrath and again at Unalakleet t o gas up and found fuel cost $345 per gallon so I had an instant clue that this trip was going to cost me I continued flying to the north and northeast around Norton Sound My groundspeed dropped to abo ut 60 mph as I bucked about a 30-knot easterly flow Once aro und the Sound I could then run west again and the groundspeed picked up to 115 mph I flew on into Nome arriving at 625 pm I gassed up at the Bering Air terminal and pitched my tent beside the airplane for the night

The next morning I awoke to a 24degF temperature and lots of frost on the tent and the airplane I turned Charlie around so its tail pOinted east and exposed the top surface of the wing and tail surfaces to the rising sun I had a bite of breakfast and by the time I had repacked the sleeping bag and tent the sun had melted all the frost off the wing and tail I was off the ground by 1020 am and 50 minutes later overflew Teller to view the spot where Norge had landed Of course in May 1926 the water in Port Clarence and the adjacent lagoon would have still been frozen I landed at the Teller Airport which must be at least 2 or 3 miles from the village I was contemplating my long walk into town when a pickup truck pulled

8

The author inside of an Eskimo sod house in Point Hope Alaska This may very well be one of the last surviving sod houses in all of Alaska The interior framework is made with bowhead whalebones It is amazing what we pilots can see on our journeys

I wa lked around the vi llage knocked on a few doors and ta lked to a lot of people Most of the young people I met had never h eard of the Norge and those that had only knew about the concrete block over by the beach that used to be th e monum ent One middl e-aged man said he rememshybered people talking

around this amazing state

to a stop I told the driver that Id like a rid e to the vi ll age and he said Hop in On the drive into town I told him my mission He told me that there arent any really old peoshyple in the village that wou ld have seen the Norge that the only person who did see it that he knew about was living in Seattle and her name was Ethyl Vogen It is rumored the Mrs Vogen made a bl o use from a piece of the Norges rubberized silk gasbag She wou ld be in her 90s if she was still alive

My new friend drove me to town and we stopped near the beach He pOinted to a large block of concrete That is all thats left of the monushym ent to commemorate th e Norge landing he sa id He told me it used to occupy a prominent place on the beach but was pushed out of the way to make a better tie-up spot for villagers fishing boats He pOinted to a spot on the concrete and to ld me there used to be a bronze plaque o n it that told of the transpolar flight The plaque had been removed and placed on a storefront along Main Street I took a photo of the concrete monument with Janelle Menadelook 10 years old standing next to it I photographed th e o ld sto re on Main Street too but the plaque was missing and no o ne seemed to know where it was Ethyl Vogens house was also pointed o ut to me but it was vacant

about the Norge and that there used

to be pieces in the local landfil l Since there has been 76 years of junk piled on top of anything put there in 1926 it seemed hopeless to me that th ere would be anything vis ible Another man sa id his uncl e had some odd pieces of aluminum in his shop tha t might have come from the Norge We went to a small shed used as a workshyshop and he rummaged around and fo und a co upl e o f pieces and said there a re more but he didn t know where I looked at the pieces and took a photo I h eld them in my hand I could not tell what they were Since I had never seen any part of a dirigible I couldn t know if they were a part of the puzzle My search for the Norge ended right there with a couple pieces of scrap aluminum

Since I had come so far it seemed like a go lden opportunity to see the most remote part of northwest Alaska So I flew across the Seward Peninsula to Kotzebue Kivalina the Red Dog Mine (the largest leadz inc mine in the world ) and o n to Po int Hope The highlight of th e region was my visit to one of the last remaining Esshykimo sod houses which had its wall and roo f stru cture made from the bones of countless bowhead whales

I took a different route returning h o m e From Kotzeb u e I fl ew to Husila and en route to Galena I flew ove r the spectacu lar Nogahabara sa nd dunes a Pleistocen e geologic formation that is continually being

blown across th e forested terrain From Ga lena it was on to Nenana th en so uth through the Alaska Range o nc e again v ia th e aptly named Windy Pass and on south through Anchorage to my home base at Soldotna My GPS and LOshyRAN proved extremely valuabl e during those long flights over forest and hills where the sameness made picking out prominent landmark checkpoints extremely difficult The entire trip was flown VFR so I could en joy the scenery

Aviation in Alaska is the lifeblood of the sta te With so few roads to supply towns and villages with esshysential ite ms needed to conduct daily living airplanes are essential Most sites I landed at on this trip are way too small for commercial airlinshyers Small private planes and local fixed-based operators keep these vilshylages supplied and their citizens in contact with the outside world

I flew on this trip alone in my small airplane and saw things that the earthshybound or commercial airline traveler will never see My new engine ran pershyfectly Charlie and I flew over some of Alaskas ma ybe the worlds m os t beautiful vistas My trip cost me nine tim es a $1 00 a hamburge r but the memories of my search for the Norge the surprise of the ancient sod houses and the warmth of the Northern hosshypitality were well worth the expense For your interested readers I offer the following numbers

Food and supplies $65 Film and processing $54 Hotel room in Kotzebue $166 Gasoline $624 Total $909

Total flying hours 269 in five days Total miles flown 1920 Total fuel used 203 gallons Average fuel cost $310 per gallon Average fuel consumption 758 gallons per hour

Average miles per gallon 941 Average power setting 60 percent Average cost per flying hour (fuel ) $2319

~

VINTAGE AIRPLAN E 9

~~

The Technical Corner

The Travel Air Log the newsletter of the

Travel Air Restorers Association

Repairs AHerations Maintenance Preventive Maintenance

We begin this column with a disshycussion about maintenance repairs and alterations for the antique airshyplane Lets proceed from the owners standpoint and talk briefly about preshyventive maintenance Federal Aviation Regulation (FAR) 43 Appendix A(c) describes preventive maintenance as that maintenance that can be accomshyplished by the owner provided it does not involve complex assembly operashytions We will cover just a few if youre interested consult the FAR

First the owner can make minor fabric repairs consisting of bonding a patch to small holes The FAR does not allow patching large holes or doshying any kind of rib lacing Also included is making sheet metal repairs to secondary structures such as the cowling fairings and the like It does not authorize repairs to primary strucshytures The owner can repaint the aircraft but not balanced control surshyfaces The owner can replace tires and tubes replenish fluid in shock struts and brake cylinders and replace upshyholstery The owner can replace shock absorbers pack wheel bearings and lubricate components as long as no disassembly is required The owner can replace seat belts replace light bulbs in landing and navigation lights and replace and service the batshytery As far as the engine is concerned the owner can change oil inspect oil and fuel screens replace clean and

10 MARCH 2003

ROBERT G LOCK

gap spark plugs and replace hoses in fuel and oil systems (excluding hyshydraulic system) Please note that this is only a partial listing

If the airplane is operated for hire then the work needs to be supervised by an AampP (airframe and powerplant) mechanic who needs to make an apshypropriate entry in the logbook

Id like to briefly discuss the certifishycation of AampP mechanics and why there is a shortage of qualified people When I began instructing in the AampP program at Reedley College in 1967 the local FAA mandated that we teach students how to make a five-tuck woshyven cable splice splice a wood wing spar and weld a cluster out of steel tubing The FAAs reasoning was that many modified Stearman agricultural aircraft were located in the valley and therefore all mechanics should have these skills Eventually these skills beshycame even more outdated and were dropped in the level of importance

Skill levels are dete rmined by the FAA and appear in FAR Part 147 There are now 44 subject areas that all stu shydents for the AampP certificate must be exposed to and there are three levels of exposure Levell means to be lecshytured look at pictures and maybe touch the item Level 2 means to have some knowledge that can be repeated Level 3 means that an extensive knowledge of the su b ject must be taught Wood fabric covering gas welding the radial engine and many other subjects that relate directly to the old airplanes are now Levell Therefore most entry level or low-exshyperience mechanics do not have the skills necessary to inspect maintain and repair older aircraft Owners must either have an experienced me-

ES

chanicinspector supervise their work and sign off such work in logbooks or they must have an experienced pershyson do the work These experienced wood fabric stee l tube welders and radia l engine fo lks are becoming harder and harder to locate The Travel Air Restorers Association has several experienced mechanics and inspectors within its ranks But there never seems enough to go around

To compound the problem of meshychanic shortage general aviation AampP mechanics must endure very low wages to stay in the business And fixed-base operators dont like to hire newly certificated mechanics because they dont have experience and must be trained Its a vicious cycle it was when I started teaching in 1967 and it still is now Where are we going to find experienced young mechanics to maintain the fleet of aging airplanes Im still looking for that answer

Before I get too far off the subject of repairs alterations and preventive maintenance we shou ld look at the above issues now Let me state that an AampP mechanic can perform and return to service minor repairs minor altershyations and maintenance including 100-hour inspections An AampP meshychanic cannot approve major repairs major alterations and annual inspecshytions An AampP holding an inspection authorization (JA) can approve the above however the only major altershyations that can be approved by the IA are those listed in FAA Advisory Circushylar (AC) 43-13-2A and some supplemental type certificates (STC) But this major alteration issue is good for another column devoted to this one subject at a future date

A simple definition of a major reshy

pair is a repair to the aircraft strucshyture that returns the airplane to conform with its approved type cershytificate (ATC) or in rare cases its Group 2 approval

A simple definition of a major alshyteration is something done to the structure that moves the airplane outshyside of its ATC or Group 2 approval

Let me list just a few major repairs as specified by FAR 43 Appendix A(a) Splicing of structural members-such as spar splices and steel tube splicesshylarge repairs to stressed sheet metal components and the replacement of fabric (origina l type only) And there are many more

Now here is a very brief list of mashyjor alterations as specified by FAR 43 Appendix (b) Electrical system instalshylations in non-electrical airplanes radio installations battery insta lla shytions and replacing of synthetic fabric on surfaces originally approved for Grade A cotton fabric Again there are many more to list But some major alterations can be approved by an AampP who also holds an IA

Other major alterations cannot be approved by the AampPIIA A few of these alterations are engine andor prop changes changes in wheels and brakes changes in tail wheel installashytions changes in fuel system (addition or subtraction of fuel tanks) installashytion of an entire electrical system including battery and charging sysshytem and alteration of wing andor control surface shape

So what happens (with the FAA) when a person buys an airplane that had been converted to a crop dustersprayer and wants to return it to stock configuration Thats alshyways a good one to analyze The AampPIA can remove modifications to structure and replace components originally used in the airplane-and can ret u rn it to service However when all work has been completed the FAA must do a conformity inspecshytion to determine if the airplane conforms to its type certificate (TC) and then it will issue a new standard airworthiness certificate The old airshyworthiness certificate was in the

restricted category and is no longer valid The point here is that the meshychanic is modifying existing structure back to standard not the opposite Thus far in my career as an aircraft mechanic Ive been through six difshyferent FAA conformity inspections the most difficult being on the 1929 Command-Aire because there were no drawings Fortunately for the Travel Air folks Phil Wyles has a large collecshytion of drawings for the purpose of keeping t h ese airp lanes airworthy And that is an important factor for fushyture dealings with the FAA More on that later

THERE ARE NOW 44 SUBJECT AREAS THAT ALL STUDENTS

FOR THE AampP CERTIFICATE MUST BE

EXPOSED TO AND THERE ARE THREE LEVELS OF EXPOSURE

Factory draWings continue to be an important item for aging aircraft Drawings are needed when the owner finds it necessary to replace a primary structural component such as wings control surfaces fuselage and landing gear among others

How were drawings originally subshymitted to the aeronautics branch of the US Department of Commerce or later the Civil Aeronautics Adminisshytration (CAA) The answer lies in Aeronautics Bulletin 7 A dated July 1929 Paragraph 4-PROCEDURE folshylowed by department The drawings which the manufacturer is required to furnish in duplicate are checked for conformity After the airplane is apshyproved for manufacture One set of drawings is impressed with the seal of the Department of Commerce and reshyturned to the manufacturer to be used in the construction of his airplanes The other set is placed in the departshy

ments files It is the location of and access to the second set of drawings that is controversia l Some drawings have been released either hard copy or microfiche while some are still in storage And many drawings were deshystroyed Such was the case for the Command-Aire

Where were (are) the drawings stored

Originally they were stored in Washington DC in the departshyments files As the drawing files grew and more aircraft received the coveted ATC the drawing files were relocated to the old torpedo factory building at Suitland Maryland As the files conshytinued to grow the FAA re located drawings to the District Office (DO) nearest to where the airp lane was manufactured Some drawings were lost during transfer and some were destroyed at the DO But many drawshyings are still being stored at the Federal Records Center in Maryland I have perused boxes and boxes of original blueprint drawings stored there for years ts absolutely amazing what is there But no one knows exactly what is in each of the boxes I have a brief transcript of what I saw in 1982 but its a drop in the bucket of what is acshytually there Perhaps this could be another future column for liThe Techshynical Corner

So draWings are an important item when it comes to repairing a strucshyture or fabricating new What if you want to make a new wing structure and no drawings are available Aha The wall has been set and it is a lshymost impossible to obtain draWings from the FAA although it is the careshytaker of all ATC drawings

I will say that wood structures are probably the easiest to reproduce from original parts because IIaircraft quality wood is still aircraft quality wood Major differences will be in the type of adhesive used to manufacshyture the part However the manufacture of metallic parts proshyvides another challenge What type of aluminum is it was it heat treated or not and what type of heat treatment did it receive The same is true with

VINTAGE AIRPLANE 11

steel tube structure Was it originally SAE 1020 SAE 1025 or SAE 4130 What type of filler rod was originally used was the structure heat treated and if it was heat treat what specificashytions were followed and what was the final tensile strength of the material My point here again is that drawings are most valuable when reproducing parts Without them it can be very difficult And these needed drawings are sometimes impossible to obtain or have been destroyed If the drawings are not available and the owner needs to fabricate a primary structural part for hisher own airplane then my question is-where is the middle ground And how can we keep this airplane airworthy

Alterations are necessary to make an aircraft safe one doesnt want to build problems that came with the airplane in 1929 back into a restorashytion completed in 2001 What are some common alterations that one finds when dealing with older airshycraft The first that jumps out at me is an engine change Say from an OXshy5 or Wright J-5 to a Continental W-670 or Lycoming R-680 as is comshymonly found in many Travel Air airplanes Originally these convershysions were done with field approval from the CAA Try doing a complete engine change without any type of approved data in todays world It s near impossible To remove a Wright R-600 Challenger engine of 185 hp and install a Wright R-760 engine of 240 hp I had to do a one-time STC It involved 1-1 2 years much paper shywork and rapidly increased the gray

hair on my head But 1 finally pre shyvailed and have a one-time STC approval for NC997E only I cannot do another installation but I can use my original Form 337 as substantiatshying evidence that th e installation might be field approved again The use of previously approved Form 337s can be another topiC for The Technishycal Corner at a future date Perhaps

ALTERATIONS ARE NECESSARY TO MAKE AN AIRCRAFT SAFE ONE DOESNT WANT TO BUILD PROBLEMS

THAT CAME WITH THE AIRPLANE IN 1929

BACK INTO A RESTORATION

COMPLETED IN 2001 when the waters are a little less muddy There are many changes occurring within the FAA at this time and the field approval process hapshypens to be one So well just have to wait and see what happens

Supplemental type certificates (STC) are just what the term indicates A major alteration of the original type certificate (TC) Obtaining an STC takes time money and the know how to get it through the system When I was working on my one-time STC for the Command-Aire there

SKYWARD 31905 West 175 Gardner KS (K-34)

913 -856 -7851 wwwskywardpiotshopcom

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

Located in the Heart of Americafor fast nationwide delivery

Avcom Mcfarlane Aviation Products Corrosion X-ReJex Compaq

1 2 MARCH 2003

were FAA folks who didn t know exshyactly what a Command-Aire was They knew what a MOD DC-lO was or a Boeing 727 In other words these engineers primarily were assigned mashyjor modifications to very large transport category aircraft Thats part of the problem I finally had to hire a designated airworthiness representashytive (DAR) to help get the STC application off dead center All I can say that it was a nightmare But I with the help of my DAR finally prevailed And the Command-Aire was licensed standard (NC) in 1989 and has been flying ever since

Lastly Id like to say a few words about maintenance I know I am preaching to the choir but continushyous maintenance will keep the older airplane in airworthy condition Many owners are not certificated meshychanics but it is extremely important to be able to diagnose a problem or be able to thoroughly describe what the problem is to get it repaired As I stated earlier many new mechanics dont have a clue about the older airshyplanes I have instructed my son Rob who operates a 1929 New Standard 0shy25 biplane how to time a magneto and how to check and reset idle mixshyture or speed-things that can or will go wrong with a radial engine Now Rob cannot do any of these mainteshynance items because he operates the airplane commerCially But he can deshyscribe a problem diagnose how to fix it and if its a magneto describe how to time it to the engine Its kind of like when I ferried his Fairchild PT-26 from Kentucky to California and the tail wheel went flat out on the plains of Nebraska The yo ung AampP had never seen a tail wheel like this so I said You jack up the tail Ill disasshysemble the wheel you fix the tube Ill reassemble the wheel and you rein shystall it I did most of the work and it cost about $45 as I recall but he was happy and I was on my way

Constant maintenance by a meshychanic and preventive maintenance by the owner will keep our old airshyplanes airworthy Lets fix it before it breaks and be safe

~~

The Technical Corner

The Travel Air Log the newsletter of the

Travel Air Restorers Association

Repairs AHerations Maintenance Preventive Maintenance

We begin this column with a disshycussion about maintenance repairs and alterations for the antique airshyplane Lets proceed from the owners standpoint and talk briefly about preshyventive maintenance Federal Aviation Regulation (FAR) 43 Appendix A(c) describes preventive maintenance as that maintenance that can be accomshyplished by the owner provided it does not involve complex assembly operashytions We will cover just a few if youre interested consult the FAR

First the owner can make minor fabric repairs consisting of bonding a patch to small holes The FAR does not allow patching large holes or doshying any kind of rib lacing Also included is making sheet metal repairs to secondary structures such as the cowling fairings and the like It does not authorize repairs to primary strucshytures The owner can repaint the aircraft but not balanced control surshyfaces The owner can replace tires and tubes replenish fluid in shock struts and brake cylinders and replace upshyholstery The owner can replace shock absorbers pack wheel bearings and lubricate components as long as no disassembly is required The owner can replace seat belts replace light bulbs in landing and navigation lights and replace and service the batshytery As far as the engine is concerned the owner can change oil inspect oil and fuel screens replace clean and

10 MARCH 2003

ROBERT G LOCK

gap spark plugs and replace hoses in fuel and oil systems (excluding hyshydraulic system) Please note that this is only a partial listing

If the airplane is operated for hire then the work needs to be supervised by an AampP (airframe and powerplant) mechanic who needs to make an apshypropriate entry in the logbook

Id like to briefly discuss the certifishycation of AampP mechanics and why there is a shortage of qualified people When I began instructing in the AampP program at Reedley College in 1967 the local FAA mandated that we teach students how to make a five-tuck woshyven cable splice splice a wood wing spar and weld a cluster out of steel tubing The FAAs reasoning was that many modified Stearman agricultural aircraft were located in the valley and therefore all mechanics should have these skills Eventually these skills beshycame even more outdated and were dropped in the level of importance

Skill levels are dete rmined by the FAA and appear in FAR Part 147 There are now 44 subject areas that all stu shydents for the AampP certificate must be exposed to and there are three levels of exposure Levell means to be lecshytured look at pictures and maybe touch the item Level 2 means to have some knowledge that can be repeated Level 3 means that an extensive knowledge of the su b ject must be taught Wood fabric covering gas welding the radial engine and many other subjects that relate directly to the old airplanes are now Levell Therefore most entry level or low-exshyperience mechanics do not have the skills necessary to inspect maintain and repair older aircraft Owners must either have an experienced me-

ES

chanicinspector supervise their work and sign off such work in logbooks or they must have an experienced pershyson do the work These experienced wood fabric stee l tube welders and radia l engine fo lks are becoming harder and harder to locate The Travel Air Restorers Association has several experienced mechanics and inspectors within its ranks But there never seems enough to go around

To compound the problem of meshychanic shortage general aviation AampP mechanics must endure very low wages to stay in the business And fixed-base operators dont like to hire newly certificated mechanics because they dont have experience and must be trained Its a vicious cycle it was when I started teaching in 1967 and it still is now Where are we going to find experienced young mechanics to maintain the fleet of aging airplanes Im still looking for that answer

Before I get too far off the subject of repairs alterations and preventive maintenance we shou ld look at the above issues now Let me state that an AampP mechanic can perform and return to service minor repairs minor altershyations and maintenance including 100-hour inspections An AampP meshychanic cannot approve major repairs major alterations and annual inspecshytions An AampP holding an inspection authorization (JA) can approve the above however the only major altershyations that can be approved by the IA are those listed in FAA Advisory Circushylar (AC) 43-13-2A and some supplemental type certificates (STC) But this major alteration issue is good for another column devoted to this one subject at a future date

A simple definition of a major reshy

pair is a repair to the aircraft strucshyture that returns the airplane to conform with its approved type cershytificate (ATC) or in rare cases its Group 2 approval

A simple definition of a major alshyteration is something done to the structure that moves the airplane outshyside of its ATC or Group 2 approval

Let me list just a few major repairs as specified by FAR 43 Appendix A(a) Splicing of structural members-such as spar splices and steel tube splicesshylarge repairs to stressed sheet metal components and the replacement of fabric (origina l type only) And there are many more

Now here is a very brief list of mashyjor alterations as specified by FAR 43 Appendix (b) Electrical system instalshylations in non-electrical airplanes radio installations battery insta lla shytions and replacing of synthetic fabric on surfaces originally approved for Grade A cotton fabric Again there are many more to list But some major alterations can be approved by an AampP who also holds an IA

Other major alterations cannot be approved by the AampPIIA A few of these alterations are engine andor prop changes changes in wheels and brakes changes in tail wheel installashytions changes in fuel system (addition or subtraction of fuel tanks) installashytion of an entire electrical system including battery and charging sysshytem and alteration of wing andor control surface shape

So what happens (with the FAA) when a person buys an airplane that had been converted to a crop dustersprayer and wants to return it to stock configuration Thats alshyways a good one to analyze The AampPIA can remove modifications to structure and replace components originally used in the airplane-and can ret u rn it to service However when all work has been completed the FAA must do a conformity inspecshytion to determine if the airplane conforms to its type certificate (TC) and then it will issue a new standard airworthiness certificate The old airshyworthiness certificate was in the

restricted category and is no longer valid The point here is that the meshychanic is modifying existing structure back to standard not the opposite Thus far in my career as an aircraft mechanic Ive been through six difshyferent FAA conformity inspections the most difficult being on the 1929 Command-Aire because there were no drawings Fortunately for the Travel Air folks Phil Wyles has a large collecshytion of drawings for the purpose of keeping t h ese airp lanes airworthy And that is an important factor for fushyture dealings with the FAA More on that later

THERE ARE NOW 44 SUBJECT AREAS THAT ALL STUDENTS

FOR THE AampP CERTIFICATE MUST BE

EXPOSED TO AND THERE ARE THREE LEVELS OF EXPOSURE

Factory draWings continue to be an important item for aging aircraft Drawings are needed when the owner finds it necessary to replace a primary structural component such as wings control surfaces fuselage and landing gear among others

How were drawings originally subshymitted to the aeronautics branch of the US Department of Commerce or later the Civil Aeronautics Adminisshytration (CAA) The answer lies in Aeronautics Bulletin 7 A dated July 1929 Paragraph 4-PROCEDURE folshylowed by department The drawings which the manufacturer is required to furnish in duplicate are checked for conformity After the airplane is apshyproved for manufacture One set of drawings is impressed with the seal of the Department of Commerce and reshyturned to the manufacturer to be used in the construction of his airplanes The other set is placed in the departshy

ments files It is the location of and access to the second set of drawings that is controversia l Some drawings have been released either hard copy or microfiche while some are still in storage And many drawings were deshystroyed Such was the case for the Command-Aire

Where were (are) the drawings stored

Originally they were stored in Washington DC in the departshyments files As the drawing files grew and more aircraft received the coveted ATC the drawing files were relocated to the old torpedo factory building at Suitland Maryland As the files conshytinued to grow the FAA re located drawings to the District Office (DO) nearest to where the airp lane was manufactured Some drawings were lost during transfer and some were destroyed at the DO But many drawshyings are still being stored at the Federal Records Center in Maryland I have perused boxes and boxes of original blueprint drawings stored there for years ts absolutely amazing what is there But no one knows exactly what is in each of the boxes I have a brief transcript of what I saw in 1982 but its a drop in the bucket of what is acshytually there Perhaps this could be another future column for liThe Techshynical Corner

So draWings are an important item when it comes to repairing a strucshyture or fabricating new What if you want to make a new wing structure and no drawings are available Aha The wall has been set and it is a lshymost impossible to obtain draWings from the FAA although it is the careshytaker of all ATC drawings

I will say that wood structures are probably the easiest to reproduce from original parts because IIaircraft quality wood is still aircraft quality wood Major differences will be in the type of adhesive used to manufacshyture the part However the manufacture of metallic parts proshyvides another challenge What type of aluminum is it was it heat treated or not and what type of heat treatment did it receive The same is true with

VINTAGE AIRPLANE 11

steel tube structure Was it originally SAE 1020 SAE 1025 or SAE 4130 What type of filler rod was originally used was the structure heat treated and if it was heat treat what specificashytions were followed and what was the final tensile strength of the material My point here again is that drawings are most valuable when reproducing parts Without them it can be very difficult And these needed drawings are sometimes impossible to obtain or have been destroyed If the drawings are not available and the owner needs to fabricate a primary structural part for hisher own airplane then my question is-where is the middle ground And how can we keep this airplane airworthy

Alterations are necessary to make an aircraft safe one doesnt want to build problems that came with the airplane in 1929 back into a restorashytion completed in 2001 What are some common alterations that one finds when dealing with older airshycraft The first that jumps out at me is an engine change Say from an OXshy5 or Wright J-5 to a Continental W-670 or Lycoming R-680 as is comshymonly found in many Travel Air airplanes Originally these convershysions were done with field approval from the CAA Try doing a complete engine change without any type of approved data in todays world It s near impossible To remove a Wright R-600 Challenger engine of 185 hp and install a Wright R-760 engine of 240 hp I had to do a one-time STC It involved 1-1 2 years much paper shywork and rapidly increased the gray

hair on my head But 1 finally pre shyvailed and have a one-time STC approval for NC997E only I cannot do another installation but I can use my original Form 337 as substantiatshying evidence that th e installation might be field approved again The use of previously approved Form 337s can be another topiC for The Technishycal Corner at a future date Perhaps

ALTERATIONS ARE NECESSARY TO MAKE AN AIRCRAFT SAFE ONE DOESNT WANT TO BUILD PROBLEMS

THAT CAME WITH THE AIRPLANE IN 1929

BACK INTO A RESTORATION

COMPLETED IN 2001 when the waters are a little less muddy There are many changes occurring within the FAA at this time and the field approval process hapshypens to be one So well just have to wait and see what happens

Supplemental type certificates (STC) are just what the term indicates A major alteration of the original type certificate (TC) Obtaining an STC takes time money and the know how to get it through the system When I was working on my one-time STC for the Command-Aire there

SKYWARD 31905 West 175 Gardner KS (K-34)

913 -856 -7851 wwwskywardpiotshopcom

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

Located in the Heart of Americafor fast nationwide delivery

Avcom Mcfarlane Aviation Products Corrosion X-ReJex Compaq

1 2 MARCH 2003

were FAA folks who didn t know exshyactly what a Command-Aire was They knew what a MOD DC-lO was or a Boeing 727 In other words these engineers primarily were assigned mashyjor modifications to very large transport category aircraft Thats part of the problem I finally had to hire a designated airworthiness representashytive (DAR) to help get the STC application off dead center All I can say that it was a nightmare But I with the help of my DAR finally prevailed And the Command-Aire was licensed standard (NC) in 1989 and has been flying ever since

Lastly Id like to say a few words about maintenance I know I am preaching to the choir but continushyous maintenance will keep the older airplane in airworthy condition Many owners are not certificated meshychanics but it is extremely important to be able to diagnose a problem or be able to thoroughly describe what the problem is to get it repaired As I stated earlier many new mechanics dont have a clue about the older airshyplanes I have instructed my son Rob who operates a 1929 New Standard 0shy25 biplane how to time a magneto and how to check and reset idle mixshyture or speed-things that can or will go wrong with a radial engine Now Rob cannot do any of these mainteshynance items because he operates the airplane commerCially But he can deshyscribe a problem diagnose how to fix it and if its a magneto describe how to time it to the engine Its kind of like when I ferried his Fairchild PT-26 from Kentucky to California and the tail wheel went flat out on the plains of Nebraska The yo ung AampP had never seen a tail wheel like this so I said You jack up the tail Ill disasshysemble the wheel you fix the tube Ill reassemble the wheel and you rein shystall it I did most of the work and it cost about $45 as I recall but he was happy and I was on my way

Constant maintenance by a meshychanic and preventive maintenance by the owner will keep our old airshyplanes airworthy Lets fix it before it breaks and be safe

pair is a repair to the aircraft strucshyture that returns the airplane to conform with its approved type cershytificate (ATC) or in rare cases its Group 2 approval

A simple definition of a major alshyteration is something done to the structure that moves the airplane outshyside of its ATC or Group 2 approval

Let me list just a few major repairs as specified by FAR 43 Appendix A(a) Splicing of structural members-such as spar splices and steel tube splicesshylarge repairs to stressed sheet metal components and the replacement of fabric (origina l type only) And there are many more

Now here is a very brief list of mashyjor alterations as specified by FAR 43 Appendix (b) Electrical system instalshylations in non-electrical airplanes radio installations battery insta lla shytions and replacing of synthetic fabric on surfaces originally approved for Grade A cotton fabric Again there are many more to list But some major alterations can be approved by an AampP who also holds an IA

Other major alterations cannot be approved by the AampPIIA A few of these alterations are engine andor prop changes changes in wheels and brakes changes in tail wheel installashytions changes in fuel system (addition or subtraction of fuel tanks) installashytion of an entire electrical system including battery and charging sysshytem and alteration of wing andor control surface shape

So what happens (with the FAA) when a person buys an airplane that had been converted to a crop dustersprayer and wants to return it to stock configuration Thats alshyways a good one to analyze The AampPIA can remove modifications to structure and replace components originally used in the airplane-and can ret u rn it to service However when all work has been completed the FAA must do a conformity inspecshytion to determine if the airplane conforms to its type certificate (TC) and then it will issue a new standard airworthiness certificate The old airshyworthiness certificate was in the

restricted category and is no longer valid The point here is that the meshychanic is modifying existing structure back to standard not the opposite Thus far in my career as an aircraft mechanic Ive been through six difshyferent FAA conformity inspections the most difficult being on the 1929 Command-Aire because there were no drawings Fortunately for the Travel Air folks Phil Wyles has a large collecshytion of drawings for the purpose of keeping t h ese airp lanes airworthy And that is an important factor for fushyture dealings with the FAA More on that later

THERE ARE NOW 44 SUBJECT AREAS THAT ALL STUDENTS

FOR THE AampP CERTIFICATE MUST BE

EXPOSED TO AND THERE ARE THREE LEVELS OF EXPOSURE

Factory draWings continue to be an important item for aging aircraft Drawings are needed when the owner finds it necessary to replace a primary structural component such as wings control surfaces fuselage and landing gear among others

How were drawings originally subshymitted to the aeronautics branch of the US Department of Commerce or later the Civil Aeronautics Adminisshytration (CAA) The answer lies in Aeronautics Bulletin 7 A dated July 1929 Paragraph 4-PROCEDURE folshylowed by department The drawings which the manufacturer is required to furnish in duplicate are checked for conformity After the airplane is apshyproved for manufacture One set of drawings is impressed with the seal of the Department of Commerce and reshyturned to the manufacturer to be used in the construction of his airplanes The other set is placed in the departshy

ments files It is the location of and access to the second set of drawings that is controversia l Some drawings have been released either hard copy or microfiche while some are still in storage And many drawings were deshystroyed Such was the case for the Command-Aire

Where were (are) the drawings stored

Originally they were stored in Washington DC in the departshyments files As the drawing files grew and more aircraft received the coveted ATC the drawing files were relocated to the old torpedo factory building at Suitland Maryland As the files conshytinued to grow the FAA re located drawings to the District Office (DO) nearest to where the airp lane was manufactured Some drawings were lost during transfer and some were destroyed at the DO But many drawshyings are still being stored at the Federal Records Center in Maryland I have perused boxes and boxes of original blueprint drawings stored there for years ts absolutely amazing what is there But no one knows exactly what is in each of the boxes I have a brief transcript of what I saw in 1982 but its a drop in the bucket of what is acshytually there Perhaps this could be another future column for liThe Techshynical Corner

So draWings are an important item when it comes to repairing a strucshyture or fabricating new What if you want to make a new wing structure and no drawings are available Aha The wall has been set and it is a lshymost impossible to obtain draWings from the FAA although it is the careshytaker of all ATC drawings

I will say that wood structures are probably the easiest to reproduce from original parts because IIaircraft quality wood is still aircraft quality wood Major differences will be in the type of adhesive used to manufacshyture the part However the manufacture of metallic parts proshyvides another challenge What type of aluminum is it was it heat treated or not and what type of heat treatment did it receive The same is true with

VINTAGE AIRPLANE 11

steel tube structure Was it originally SAE 1020 SAE 1025 or SAE 4130 What type of filler rod was originally used was the structure heat treated and if it was heat treat what specificashytions were followed and what was the final tensile strength of the material My point here again is that drawings are most valuable when reproducing parts Without them it can be very difficult And these needed drawings are sometimes impossible to obtain or have been destroyed If the drawings are not available and the owner needs to fabricate a primary structural part for hisher own airplane then my question is-where is the middle ground And how can we keep this airplane airworthy

Alterations are necessary to make an aircraft safe one doesnt want to build problems that came with the airplane in 1929 back into a restorashytion completed in 2001 What are some common alterations that one finds when dealing with older airshycraft The first that jumps out at me is an engine change Say from an OXshy5 or Wright J-5 to a Continental W-670 or Lycoming R-680 as is comshymonly found in many Travel Air airplanes Originally these convershysions were done with field approval from the CAA Try doing a complete engine change without any type of approved data in todays world It s near impossible To remove a Wright R-600 Challenger engine of 185 hp and install a Wright R-760 engine of 240 hp I had to do a one-time STC It involved 1-1 2 years much paper shywork and rapidly increased the gray

hair on my head But 1 finally pre shyvailed and have a one-time STC approval for NC997E only I cannot do another installation but I can use my original Form 337 as substantiatshying evidence that th e installation might be field approved again The use of previously approved Form 337s can be another topiC for The Technishycal Corner at a future date Perhaps

ALTERATIONS ARE NECESSARY TO MAKE AN AIRCRAFT SAFE ONE DOESNT WANT TO BUILD PROBLEMS

THAT CAME WITH THE AIRPLANE IN 1929

BACK INTO A RESTORATION

COMPLETED IN 2001 when the waters are a little less muddy There are many changes occurring within the FAA at this time and the field approval process hapshypens to be one So well just have to wait and see what happens

Supplemental type certificates (STC) are just what the term indicates A major alteration of the original type certificate (TC) Obtaining an STC takes time money and the know how to get it through the system When I was working on my one-time STC for the Command-Aire there

SKYWARD 31905 West 175 Gardner KS (K-34)

913 -856 -7851 wwwskywardpiotshopcom

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

Located in the Heart of Americafor fast nationwide delivery

Avcom Mcfarlane Aviation Products Corrosion X-ReJex Compaq

1 2 MARCH 2003

were FAA folks who didn t know exshyactly what a Command-Aire was They knew what a MOD DC-lO was or a Boeing 727 In other words these engineers primarily were assigned mashyjor modifications to very large transport category aircraft Thats part of the problem I finally had to hire a designated airworthiness representashytive (DAR) to help get the STC application off dead center All I can say that it was a nightmare But I with the help of my DAR finally prevailed And the Command-Aire was licensed standard (NC) in 1989 and has been flying ever since

Lastly Id like to say a few words about maintenance I know I am preaching to the choir but continushyous maintenance will keep the older airplane in airworthy condition Many owners are not certificated meshychanics but it is extremely important to be able to diagnose a problem or be able to thoroughly describe what the problem is to get it repaired As I stated earlier many new mechanics dont have a clue about the older airshyplanes I have instructed my son Rob who operates a 1929 New Standard 0shy25 biplane how to time a magneto and how to check and reset idle mixshyture or speed-things that can or will go wrong with a radial engine Now Rob cannot do any of these mainteshynance items because he operates the airplane commerCially But he can deshyscribe a problem diagnose how to fix it and if its a magneto describe how to time it to the engine Its kind of like when I ferried his Fairchild PT-26 from Kentucky to California and the tail wheel went flat out on the plains of Nebraska The yo ung AampP had never seen a tail wheel like this so I said You jack up the tail Ill disasshysemble the wheel you fix the tube Ill reassemble the wheel and you rein shystall it I did most of the work and it cost about $45 as I recall but he was happy and I was on my way

Constant maintenance by a meshychanic and preventive maintenance by the owner will keep our old airshyplanes airworthy Lets fix it before it breaks and be safe

steel tube structure Was it originally SAE 1020 SAE 1025 or SAE 4130 What type of filler rod was originally used was the structure heat treated and if it was heat treat what specificashytions were followed and what was the final tensile strength of the material My point here again is that drawings are most valuable when reproducing parts Without them it can be very difficult And these needed drawings are sometimes impossible to obtain or have been destroyed If the drawings are not available and the owner needs to fabricate a primary structural part for hisher own airplane then my question is-where is the middle ground And how can we keep this airplane airworthy

Alterations are necessary to make an aircraft safe one doesnt want to build problems that came with the airplane in 1929 back into a restorashytion completed in 2001 What are some common alterations that one finds when dealing with older airshycraft The first that jumps out at me is an engine change Say from an OXshy5 or Wright J-5 to a Continental W-670 or Lycoming R-680 as is comshymonly found in many Travel Air airplanes Originally these convershysions were done with field approval from the CAA Try doing a complete engine change without any type of approved data in todays world It s near impossible To remove a Wright R-600 Challenger engine of 185 hp and install a Wright R-760 engine of 240 hp I had to do a one-time STC It involved 1-1 2 years much paper shywork and rapidly increased the gray

hair on my head But 1 finally pre shyvailed and have a one-time STC approval for NC997E only I cannot do another installation but I can use my original Form 337 as substantiatshying evidence that th e installation might be field approved again The use of previously approved Form 337s can be another topiC for The Technishycal Corner at a future date Perhaps

ALTERATIONS ARE NECESSARY TO MAKE AN AIRCRAFT SAFE ONE DOESNT WANT TO BUILD PROBLEMS

THAT CAME WITH THE AIRPLANE IN 1929

BACK INTO A RESTORATION

COMPLETED IN 2001 when the waters are a little less muddy There are many changes occurring within the FAA at this time and the field approval process hapshypens to be one So well just have to wait and see what happens

Supplemental type certificates (STC) are just what the term indicates A major alteration of the original type certificate (TC) Obtaining an STC takes time money and the know how to get it through the system When I was working on my one-time STC for the Command-Aire there

SKYWARD 31905 West 175 Gardner KS (K-34)

913 -856 -7851 wwwskywardpiotshopcom

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

Located in the Heart of Americafor fast nationwide delivery

Avcom Mcfarlane Aviation Products Corrosion X-ReJex Compaq

1 2 MARCH 2003

were FAA folks who didn t know exshyactly what a Command-Aire was They knew what a MOD DC-lO was or a Boeing 727 In other words these engineers primarily were assigned mashyjor modifications to very large transport category aircraft Thats part of the problem I finally had to hire a designated airworthiness representashytive (DAR) to help get the STC application off dead center All I can say that it was a nightmare But I with the help of my DAR finally prevailed And the Command-Aire was licensed standard (NC) in 1989 and has been flying ever since

Lastly Id like to say a few words about maintenance I know I am preaching to the choir but continushyous maintenance will keep the older airplane in airworthy condition Many owners are not certificated meshychanics but it is extremely important to be able to diagnose a problem or be able to thoroughly describe what the problem is to get it repaired As I stated earlier many new mechanics dont have a clue about the older airshyplanes I have instructed my son Rob who operates a 1929 New Standard 0shy25 biplane how to time a magneto and how to check and reset idle mixshyture or speed-things that can or will go wrong with a radial engine Now Rob cannot do any of these mainteshynance items because he operates the airplane commerCially But he can deshyscribe a problem diagnose how to fix it and if its a magneto describe how to time it to the engine Its kind of like when I ferried his Fairchild PT-26 from Kentucky to California and the tail wheel went flat out on the plains of Nebraska The yo ung AampP had never seen a tail wheel like this so I said You jack up the tail Ill disasshysemble the wheel you fix the tube Ill reassemble the wheel and you rein shystall it I did most of the work and it cost about $45 as I recall but he was happy and I was on my way

Constant maintenance by a meshychanic and preventive maintenance by the owner will keep our old airshyplanes airworthy Lets fix it before it breaks and be safe

-------------------------------------------------oyenJJ- ASSOcI T I -Qq

bull

Assutnptions

It was one of those fall days that we all dream about The azure sky yielded unlimited visibility The air was as smooth as glass Not a ripple The cool temperatures and high pressure had every airplane performshying as if the engine had just had a major overhaul This was the quinshytessential CAVU (ceiling and visibility unlimited) day What a day for our local Chapters fall fly-in breakfast This would be the day that we obliterated all previous records for attendance

The light breezes favored landing to the south meaning that all a irshycraft would have an unobstructed approach They wouldnt have to do that gnarly approach to the north slipping down over the tall trees at the south end of the runway that prevented a low approach Nor would they have to float and float and float as the runway sloping downshyhill dropped out beneath them while correcting for a choppy crossshywind and wind shear that the trees on the west side of the runway alshyways crea ted when the wind was from the northwest Landings today should be a piece of cake

Although we had experienced a fair amount of rain prior to this day the runway turf was dry and firm The only areas that were still a little soft were way off to the side Areas that would be used only for parking aircraft if we had a big turnout And as the days weather was shapshying up it appeared as if we might have a better than average turnout I was nervous

Little did I know (as Lloyd Bridges used to say on Sea Hunt [a bit of vintage TV there]) when I volunshyteered as the Chapter safety officer

DOUG STEWART NAFI MASTER INSTRUCTOR

to coordinate the parking and man the multicom frequency that we would smash all previous records for our breakfast fly-ins In prior fly-ins the typical aircraft attendance rarely exceeded 40 planes and the job I volshyunteered for was easily handled by one person with some occasional asshysistance This time we ended up with more than 80 airplanes flying in Not only would we be running out of eggs and bacon and pancake mix but we would also be running out of parking spaces for all the aircraft

Landings today should be a

piece ofcake bull bull

Little did I know

The tone for the excitement of the day was set ea rly on as a flight of four biplanes arrived The two Tiger Moths a Fleet and a Waco UPF-7 set up to land on Runway Ol As they were all NORDO (no radio) aircraft they had not heard me adshyvising Runway 19 to the Cessna 180 and the Cherokee behind him who were now on the downwind for 19 The Waco was first landing straight in as the remainder of the formashytion flew a military break and set up to land in sequence

As the 180 turned final he was set up for a head-on with three biplanes I quickly advised a go-around to the Cessna which thankfully he immedishyately initiated fo llowed in turn by

the Cherokee By the time the Cessna was back on fi nal for 19 all the reshymaining biplanes were on the ground off the runway and with enshygines shut down Maple syrup would soon be dripping off their chins

This turned out to be the only arshyrival incident of the day The only problem now was getting airplanes clear of the runway before the folshylowing aircraft touched down (Boy did I gain an inordinate amount of respect for all those wonderful volshyunteers at Oshkosh who do this type of thing routinely) Luckily for me the airports resident mechanic and his teenage sidekick seeing my work overload quickly moved to the fore to help me get aircraft moved to safe parking spots

As the morning wore on things settled into a routine It was harried but it was a routine Although not every pilot followed instructions we were able to get them clear of the runway and parked without incishydent The first to have syrup dripping off his chin would soon be the first to depart Who would want to spend such a glorious day groundshybound So now added to the mix of the arrivals would be departures

As I directed a Swift to a parking spot I couldnt help but admire the Fleet now taxiing to the proper runshyway its Kinner engine making that wonderful noise that only a Kinner can There were three more planes in the pattern And in the backshygro und the sound of the Kinner running up As the next plane landed and was directed to parking the Fleet taxied into position while an Aerobat turned final It would be close but as long as the Fleet got

continued on page 26

VINTAGE AIRPLANE 13

WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY

MILLERS TRAVEL AIR Jim Miller of Spokane Washington believes he has berton all lent their expertise The cockpit has a set of

the oldest flying Travel Air in existence Originally built as original 4-inch instruments and under the cowling is an an OX-5 powered Travel Air 2000 Jim has converted it to original-looking custom exhaust system welded up by Rashya 220-hp Continental-powered Model 4000 The project dial Exhaust Systems of Jumping Branch West Virginia was not much more than a fuselage frame and a set of (See their ad on page 28) new wings built by Brodhead Wisconsin s Kent McMakin Jim named the airplane after his wife Bernadine (he when Jim purchased it from Kent in 1997 says she must like him because theyre just past the

Jim says that restoring the airplane had a huge learnshy hand-holding stage) Jim was thrilled when the Travel Air ing curve and that a few key people helped along the won the Jesse Woods (Best Biplane) trophy at the 2002 way Jack Lanning Harmon Dickerson and Addison Pem- Evergreen fly-in

1 4 MARCH 2003

MONOSKIS LINDY-WINNING STINSON Michael Monoski and his father Ed of Kent Connecticut

bought this 1947 Stinson Voyager two years ago Michael is learnshying to fly and to date has accumulated about 150 hours in powered aircraft Next summer he will be 16 years old and will be able to fly the airplane by himself Michael also flies gliders and last year two days after his 14th birthday he soloed a glider

At the close of this past school year the Stinson was in a thoushysand pieces and at times it did not look as though it would be finished for Oshkosh Michael worked every day in the shop on reshyfinishing parts and reassembly of the aircraft Finally on July 24 2002 the aircraft was finished and he and his father took off from North Canaan Airport in Connecticut and headed for Oshkosh

For his efforts Michael brought home a Bronze Lindy award At this time Michael plans for a career in some aspect of aviation

ORIGINAL WRIGHT ENGINE RW Scotty Markland the Technical Counselor for EAA

Chapter 961 dropped us a note to tell us about this remarkshyable project

In May 2002 the Aeroplane Works who are mostly EAA memshybers ran up the Franklin Institute s original Wright engine Serial Number 57 This engine is from the original Wright B aircraft SI N 13 The Wright Co built it in 1911 The engine had been installed in the aircraft that was flown by Grover Bergdoll who was trained by the Wright Co Pilot owner Bergdoll was reported to have flown the airplane on 748 flights over 312 hours during a period of two years

The Aeroplane Works of New Carlisle Ohio is meticulously restoring the Wr ight B airplane for the Franklin Institute of Philadelphia Interestingly visitors who examine the details of the structure and working parts of the engine all seem to have the same comment So thats how they did that

Subsequently EAA Chapter 610 members and others are constructing an exact replica side-by-side with the original Wright

Model B It will be powered by a modified Ford Model A engine and will have the control system revised to enable it to be more flyable to modern standards After limited flying it will be donated to the Greene County Ohio Historical Mushyseum for display

SELIGS BIG TAIL STINSON

From Nick and Suzette Selig Naperville Illinois we have this note

Here is our 1948 big tail Stinson Flying Station Wagon after a 3-1 2-year-long restoration We used the more distinctive 1946 paint scheme and restored the instrushyment panel and interior to original including a faceplate from a 1948 Hallicrafter low-freshyquency radio to cover the modern electronics while on the ground We have owned Five Mike since 1969 Our oldest daughter soloed it on her 16th birthday and Sue and I have put over 2500 of its 4800 total hours on in the Chicago area with some long cross-countries thrown in such as our trip to Stinson Field in San Antonio Texas We are also the Midwest regional representatives for the International Stinson Club We joined EAA in 1964 at the Rockford fly-in I am the Technical Counselor and Flight Advisor for EAA Chapter 15 We volunteer at the Stinson table in the VAA Type Club tent each year during Oshkosh

Want to shoot your airplane like one of the pros Here are a few tips 1 Shoot your photos early in the morning or later in the day Our 5 Use a sepa rate shot if you wan t to highligh t people If a pershy

favorite times are during thegolden hour after sunrise or beshy son is next to the airplane please dont sh ow him o r h er fore sunset Avoid midday as the harsh shadows of the noontime leaning on the prop sun can obscure details Keep the sunlight on the nose and side 6 Dont have the engine running and no one in the cockpit of the airplane Facing the sun at about a 45-degree angle seems 7 Take a number of photos and send us a selection of in-focus to work well properly exposed slides or prints Send them to

2 Clean the airplane Even a coating of dust can make it look drab 3 Put away any accessories such as fueling steps or ladders Keep the EAA

background clean When youre shooting the airplane avoid inshy Vintage Airplane cluding other objects or people Be mindful of background PO Box 3086 landscape items such as airport antennae or control towers-in a Oshkosh WI 54903-3086 photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuseshy If you want to send us a digital photo e-mail us at villtageeaaorg lage may sprout feet for specific directions A 300 dpi color shot at least 4 inches in size is

4 Keep the horizon level in the viewfinder our standard for What Our Members Are Restoring

VINTAGE AI RPLAN E 15

WHAT OUR MEMBERS ARE RESTORING BY HG FRAUTSCHY

MILLERS TRAVEL AIR Jim Miller of Spokane Washington believes he has berton all lent their expertise The cockpit has a set of

the oldest flying Travel Air in existence Originally built as original 4-inch instruments and under the cowling is an an OX-5 powered Travel Air 2000 Jim has converted it to original-looking custom exhaust system welded up by Rashya 220-hp Continental-powered Model 4000 The project dial Exhaust Systems of Jumping Branch West Virginia was not much more than a fuselage frame and a set of (See their ad on page 28) new wings built by Brodhead Wisconsin s Kent McMakin Jim named the airplane after his wife Bernadine (he when Jim purchased it from Kent in 1997 says she must like him because theyre just past the

Jim says that restoring the airplane had a huge learnshy hand-holding stage) Jim was thrilled when the Travel Air ing curve and that a few key people helped along the won the Jesse Woods (Best Biplane) trophy at the 2002 way Jack Lanning Harmon Dickerson and Addison Pem- Evergreen fly-in

1 4 MARCH 2003

MONOSKIS LINDY-WINNING STINSON Michael Monoski and his father Ed of Kent Connecticut

bought this 1947 Stinson Voyager two years ago Michael is learnshying to fly and to date has accumulated about 150 hours in powered aircraft Next summer he will be 16 years old and will be able to fly the airplane by himself Michael also flies gliders and last year two days after his 14th birthday he soloed a glider

At the close of this past school year the Stinson was in a thoushysand pieces and at times it did not look as though it would be finished for Oshkosh Michael worked every day in the shop on reshyfinishing parts and reassembly of the aircraft Finally on July 24 2002 the aircraft was finished and he and his father took off from North Canaan Airport in Connecticut and headed for Oshkosh

For his efforts Michael brought home a Bronze Lindy award At this time Michael plans for a career in some aspect of aviation

ORIGINAL WRIGHT ENGINE RW Scotty Markland the Technical Counselor for EAA

Chapter 961 dropped us a note to tell us about this remarkshyable project

In May 2002 the Aeroplane Works who are mostly EAA memshybers ran up the Franklin Institute s original Wright engine Serial Number 57 This engine is from the original Wright B aircraft SI N 13 The Wright Co built it in 1911 The engine had been installed in the aircraft that was flown by Grover Bergdoll who was trained by the Wright Co Pilot owner Bergdoll was reported to have flown the airplane on 748 flights over 312 hours during a period of two years

The Aeroplane Works of New Carlisle Ohio is meticulously restoring the Wr ight B airplane for the Franklin Institute of Philadelphia Interestingly visitors who examine the details of the structure and working parts of the engine all seem to have the same comment So thats how they did that

Subsequently EAA Chapter 610 members and others are constructing an exact replica side-by-side with the original Wright

Model B It will be powered by a modified Ford Model A engine and will have the control system revised to enable it to be more flyable to modern standards After limited flying it will be donated to the Greene County Ohio Historical Mushyseum for display

SELIGS BIG TAIL STINSON

From Nick and Suzette Selig Naperville Illinois we have this note

Here is our 1948 big tail Stinson Flying Station Wagon after a 3-1 2-year-long restoration We used the more distinctive 1946 paint scheme and restored the instrushyment panel and interior to original including a faceplate from a 1948 Hallicrafter low-freshyquency radio to cover the modern electronics while on the ground We have owned Five Mike since 1969 Our oldest daughter soloed it on her 16th birthday and Sue and I have put over 2500 of its 4800 total hours on in the Chicago area with some long cross-countries thrown in such as our trip to Stinson Field in San Antonio Texas We are also the Midwest regional representatives for the International Stinson Club We joined EAA in 1964 at the Rockford fly-in I am the Technical Counselor and Flight Advisor for EAA Chapter 15 We volunteer at the Stinson table in the VAA Type Club tent each year during Oshkosh

Want to shoot your airplane like one of the pros Here are a few tips 1 Shoot your photos early in the morning or later in the day Our 5 Use a sepa rate shot if you wan t to highligh t people If a pershy

favorite times are during thegolden hour after sunrise or beshy son is next to the airplane please dont sh ow him o r h er fore sunset Avoid midday as the harsh shadows of the noontime leaning on the prop sun can obscure details Keep the sunlight on the nose and side 6 Dont have the engine running and no one in the cockpit of the airplane Facing the sun at about a 45-degree angle seems 7 Take a number of photos and send us a selection of in-focus to work well properly exposed slides or prints Send them to

2 Clean the airplane Even a coating of dust can make it look drab 3 Put away any accessories such as fueling steps or ladders Keep the EAA

background clean When youre shooting the airplane avoid inshy Vintage Airplane cluding other objects or people Be mindful of background PO Box 3086 landscape items such as airport antennae or control towers-in a Oshkosh WI 54903-3086 photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuseshy If you want to send us a digital photo e-mail us at villtageeaaorg lage may sprout feet for specific directions A 300 dpi color shot at least 4 inches in size is

4 Keep the horizon level in the viewfinder our standard for What Our Members Are Restoring

VINTAGE AI RPLAN E 15

ORIGINAL WRIGHT ENGINE RW Scotty Markland the Technical Counselor for EAA

Chapter 961 dropped us a note to tell us about this remarkshyable project

In May 2002 the Aeroplane Works who are mostly EAA memshybers ran up the Franklin Institute s original Wright engine Serial Number 57 This engine is from the original Wright B aircraft SI N 13 The Wright Co built it in 1911 The engine had been installed in the aircraft that was flown by Grover Bergdoll who was trained by the Wright Co Pilot owner Bergdoll was reported to have flown the airplane on 748 flights over 312 hours during a period of two years

The Aeroplane Works of New Carlisle Ohio is meticulously restoring the Wr ight B airplane for the Franklin Institute of Philadelphia Interestingly visitors who examine the details of the structure and working parts of the engine all seem to have the same comment So thats how they did that

Subsequently EAA Chapter 610 members and others are constructing an exact replica side-by-side with the original Wright

Model B It will be powered by a modified Ford Model A engine and will have the control system revised to enable it to be more flyable to modern standards After limited flying it will be donated to the Greene County Ohio Historical Mushyseum for display

SELIGS BIG TAIL STINSON

From Nick and Suzette Selig Naperville Illinois we have this note

Here is our 1948 big tail Stinson Flying Station Wagon after a 3-1 2-year-long restoration We used the more distinctive 1946 paint scheme and restored the instrushyment panel and interior to original including a faceplate from a 1948 Hallicrafter low-freshyquency radio to cover the modern electronics while on the ground We have owned Five Mike since 1969 Our oldest daughter soloed it on her 16th birthday and Sue and I have put over 2500 of its 4800 total hours on in the Chicago area with some long cross-countries thrown in such as our trip to Stinson Field in San Antonio Texas We are also the Midwest regional representatives for the International Stinson Club We joined EAA in 1964 at the Rockford fly-in I am the Technical Counselor and Flight Advisor for EAA Chapter 15 We volunteer at the Stinson table in the VAA Type Club tent each year during Oshkosh

Want to shoot your airplane like one of the pros Here are a few tips 1 Shoot your photos early in the morning or later in the day Our 5 Use a sepa rate shot if you wan t to highligh t people If a pershy

favorite times are during thegolden hour after sunrise or beshy son is next to the airplane please dont sh ow him o r h er fore sunset Avoid midday as the harsh shadows of the noontime leaning on the prop sun can obscure details Keep the sunlight on the nose and side 6 Dont have the engine running and no one in the cockpit of the airplane Facing the sun at about a 45-degree angle seems 7 Take a number of photos and send us a selection of in-focus to work well properly exposed slides or prints Send them to

2 Clean the airplane Even a coating of dust can make it look drab 3 Put away any accessories such as fueling steps or ladders Keep the EAA

background clean When youre shooting the airplane avoid inshy Vintage Airplane cluding other objects or people Be mindful of background PO Box 3086 landscape items such as airport antennae or control towers-in a Oshkosh WI 54903-3086 photo they can appear to grow from your airplane The same holds true for people standing behind the airplane-your fuseshy If you want to send us a digital photo e-mail us at villtageeaaorg lage may sprout feet for specific directions A 300 dpi color shot at least 4 inches in size is

4 Keep the horizon level in the viewfinder our standard for What Our Members Are Restoring

VINTAGE AI RPLAN E 15

more angular lines of the WOIl1Imlo tell you this Is not

your grandfathers Piper Apache

a doctor No thats not Hes actually an airshy

just happens to be a his tastes run to the

~1IA the bright and shiny

in college in what was fortuitous events of

doctor who owned a took a liking to him in exchange hed let

had a Champ which I a Jungmeister a Great

an RNF Waco and a on it it is amazing airplanes but what

a really wide range of the beginning so I interest in normal

and the unusual right

~mtimllly gone to school up going to med Clwlteld I went to work

_U1JllIJlgt his partner M)erfect match

no need to own his always had his doctor

friends to fly but still he wanted one he could call his own and he didn t think small

My first airplane was a Staggerwing Beech but it was far from being a pristine airplane It had gone through a bunch of hands after sitshyting in a hangar for 17 years In fact a pilot in Kodiak Alaska bought it stuck the wings back on it and took it to Alaska without rebuilding

When I bought it most of the fabric still the original and it was really getting

)at So once we got it home we started to reshybuild it

It goes without saying that rebuilding a Stagshygerwing especially one that went for long periods of time with no TLC isnt for the faint of heart and it isnt something that happens quickly

It was obvious the Staggerwing was going to be down for a long time and I still needed something to fly so on a whim I bought a 195 Cessna with a 300-hp Jake as a fill-in until the Staggerwing was finished

I flew the Staggerwing for a couple of yea rs and then I had a heart attack Im not certain which scared me more the danger to my health or the thought that I might never fly again Fortunately it was a mild one and after jumpshying through all of the FAAs regulatory hoops I got my medical back

By this time I had kids and I thought I needed to be more practical As part of my practical mode I also thought I needed two enshygines but still I liked eclectic airplanes I needed something that was just a little differshyent that didnt cost much to operate

It didnt take long to narrow the search down to the Geronimo Apache and now that Ive been flying the airplane for over five years every single thing Ive seen about the airplane just confirms that I made the right decision

For one thing I really like the looks of the airplane A lot of people mistake it for an Aztec but then they keep looking at it because someshything about it just isnt right for an Aztec They usually dont realize what the big difference is but its the square tail thats the dead giveaway

VINTAGE AIRPLANE 17

The Geronimo is so heavily modified that it carries a new dataplate for the complete conversion Originally developed by Seguin Aviation the 27 STCs needed for the conversion are now held and marketed by Diamond Aire Aviashy Bob Dalzell pulls a fuel sample from tion Kalispell Montana the left engine nacelle

the C-310 (If you ignore surplus Bamshyboo Bombers) the two usuallyGeronimo werent mentioned in the same senshytence because the only similarity was the number of engines Where the

Cessna was svelte and capashyble of quickly disappearing over far horizons the Apache was none of those Howshyever the Apache had traits the 310 couldnt touch It was the soul of docility a big fat

Apache Facts

Pipers first foray Into the light twin field via an acquisition from Stinson the Apache was a stubby litshytle contradiction on the one hand it was the butt of endless jokes (at least the second engine carries you to the scene of the accident yuk yuk) while on the other it undoubtshyedly generated more multi-engine ratings than any other civilian airshyplane in history From its serial production in 1954 until bullwell until today the Apache has lived through decades of insults and proven its worth as a trainer and sometimesshytransportation over and over Though largely eclipsed in the training field by Seminoles and Senecas its not that unusual to see that sweet potato shape out there still droning around the pattern earning its keep

In the days when the only two light twins available were the Apache and

puppy of an airshyplane that always treated its pilots right regardless of how numb- or hamshyhanded they might be At the same time it offered a cabin that had to be flown to be believed It was and is huge Its a true mini-airliner A very slow mini-airliner

The Apache s big comfortable cabin was one reason it was so slowshyit had lots of frontal area that wasnt helped by a super blunt schnoz only a mother could love And then there were those puny little 0-320s 150 hp a side just wasnt enough Even when they were upped to 160 hp in 1957 the performance increases were ma ginal and largely eaten up by an increase in gross weight

Okay so what do we have here A big substantial airframe with high-quality low-speed handling manners and a cabin that made four passengers feel lost Its negshy

atlves Included engines that were too small a nose that beat the air Into submission rather than cleavmiddot ing through it and an airframe that brought new meaning to the word dowdy with drag protubermiddot ances and funky corners It didnt take a genius to know that those were all fixable problems If Piper wasnt going to do It then Seguin Aviation In Seguin Texas would

The power problem could be solved several ways by far the simplest beshying to bolt a couple of 0-360s in place of the 0middot320s That however raised the single engine speed to unacceptmiddot able levels so a big dorsal was added Drag however has a funny habit of going up much faster than the speed when power alone is added to an ai frame So the watermelon nose had to be streamlined which meant exmiddot tending it several feet and carefully fairing it into the existing sheet metal Then the tail was reshaped to give more rudder authority and help the VMC (minimum control speed) The wingtips which were as blunt as the rest of the airframe were reo placed with carefully shaped tip tanks that doubled as Horner tips and conmiddot tributed to the lowered drag Uttle by little as Seguin developed the mods and the supplemental type certifimiddot cates (STCs) to go with them the airplane took on a different appearmiddot ance and an entirely new personality A dowdy little toad had been transmiddot formed into an airway warrior that was deserving of the name bestowed upon it Geronimo

1 8 MARCH 2003

The front office of Bob mini-airliner neatly laid out with the latest in IFR inshystrumentation including a set of flight instruments for the co-pilot

Today the STCs for the Geronshyimo mods 27 in all rest with Diamond Aire Aviation (la93 Airshyport Road Kalispell MT 59901406752middot5092 emiddotmail geronimodiamondairecom webshysite wwwdiamondairecom)

Diamond Aire is run by CEO John Talmage who says We purchased the tooling and STCs at auction in 1997 Prior to that everything had been in storage and the convermiddot sions were unavailable for nearly nine years

Talmage estimates 300 to 400 conversions were done by Seguin prior to it selling the material

One of the things John points out is that the secret is as much in the aerodynamics as the power

People think they are going to hang 180 hp engines on it and immiddot mediately see the 25 mph increase quoted in original Geronimo matemiddot rial and that just isnt so The climb goes up and the single engine ceiling will be there but even with the new longer nose the speed wont be In our tests weve found that the really big drag areas are the nacelles I have a Geronimo 180 with the old cowlmiddot ings and I ve seen 160 Apaches with the new nacelles that are almiddot most as fast

Go to Diamond Aire s website wwwdiamondairecom for a commiddot plete list of the mods that are needed to turn a sweet potato into a rocket ship

I get asked about the airplane a lot Bobs airplane is a full Geronshy

imo which means all of the modifications (mods) that can be done with the exce ption of the cowlings have been done The Geronimo mods can be done in stages (see sidebar) but whoever had Bobs done went all the way right from the long nose to the squared off wings and tail to new cowlings with gear doors plus the 180 Lyshycomings in place of the original 150160 hp versions

I was looking for solid performshyance and single engine costs with two engines and thats what I got For one thing at a normal cruise setting Im burning 19-20 gallons per hour total and I can get it down from that at altitude Its not incredibly fast but its usually truing 178-180 miles per hour which isnt bad I always flight plan 150 knots and I always beat it

With four people and all four tanks filled which total a 108 gallons the airshyplane has no problem at all climbing 1200 feet per minute The useful load is 1700 pounds and it gets that

off the ground easily liThe airplane is a real gentleman

on one engine Because of the big dorshysal fin the Single-engine speed is nearly down at stall but its really easy to control at all times Also if you do lose one everything happens so slowly that you have all day to figure it out Now that it has enough power to fly well on one engine I think its one of the safest light twins ever built In fact its single engine ceiling is up around 12000 feet which is impresshysive considering that with the smaller engines and none of the drag mods it had trouble just staying in the air with one shut down

I flew one of the original airplanes and then set mine up with a full copishylot panel and arranged the engine instruments across the top which makes it easy to fly from either seat

When it comes to smaller twinshyengine airplanes its pretty hard to find anything that has some characshyter but the Geronimo has that The fact that the airp lane was the third one built in 1957 and is 45 years old doesnt even enter the conversation

when it comes to discussing utility The airplane

couldnt ofshyfer more

utility or have better hanshy

dling characteristics if it was built yesterday So no I dont

plan on selling it That pretty well sums up Bob

Dalzells feeling about the Geronimo Apache doesnt it

VINTAGE AIRPLANE 19

The Geronimo is so heavily modified that it carries a new dataplate for the complete conversion Originally developed by Seguin Aviation the 27 STCs needed for the conversion are now held and marketed by Diamond Aire Aviashy Bob Dalzell pulls a fuel sample from tion Kalispell Montana the left engine nacelle

the C-310 (If you ignore surplus Bamshyboo Bombers) the two usuallyGeronimo werent mentioned in the same senshytence because the only similarity was the number of engines Where the

Cessna was svelte and capashyble of quickly disappearing over far horizons the Apache was none of those Howshyever the Apache had traits the 310 couldnt touch It was the soul of docility a big fat

Apache Facts

Pipers first foray Into the light twin field via an acquisition from Stinson the Apache was a stubby litshytle contradiction on the one hand it was the butt of endless jokes (at least the second engine carries you to the scene of the accident yuk yuk) while on the other it undoubtshyedly generated more multi-engine ratings than any other civilian airshyplane in history From its serial production in 1954 until bullwell until today the Apache has lived through decades of insults and proven its worth as a trainer and sometimesshytransportation over and over Though largely eclipsed in the training field by Seminoles and Senecas its not that unusual to see that sweet potato shape out there still droning around the pattern earning its keep

In the days when the only two light twins available were the Apache and

puppy of an airshyplane that always treated its pilots right regardless of how numb- or hamshyhanded they might be At the same time it offered a cabin that had to be flown to be believed It was and is huge Its a true mini-airliner A very slow mini-airliner

The Apache s big comfortable cabin was one reason it was so slowshyit had lots of frontal area that wasnt helped by a super blunt schnoz only a mother could love And then there were those puny little 0-320s 150 hp a side just wasnt enough Even when they were upped to 160 hp in 1957 the performance increases were ma ginal and largely eaten up by an increase in gross weight

Okay so what do we have here A big substantial airframe with high-quality low-speed handling manners and a cabin that made four passengers feel lost Its negshy

atlves Included engines that were too small a nose that beat the air Into submission rather than cleavmiddot ing through it and an airframe that brought new meaning to the word dowdy with drag protubermiddot ances and funky corners It didnt take a genius to know that those were all fixable problems If Piper wasnt going to do It then Seguin Aviation In Seguin Texas would

The power problem could be solved several ways by far the simplest beshying to bolt a couple of 0-360s in place of the 0middot320s That however raised the single engine speed to unacceptmiddot able levels so a big dorsal was added Drag however has a funny habit of going up much faster than the speed when power alone is added to an ai frame So the watermelon nose had to be streamlined which meant exmiddot tending it several feet and carefully fairing it into the existing sheet metal Then the tail was reshaped to give more rudder authority and help the VMC (minimum control speed) The wingtips which were as blunt as the rest of the airframe were reo placed with carefully shaped tip tanks that doubled as Horner tips and conmiddot tributed to the lowered drag Uttle by little as Seguin developed the mods and the supplemental type certifimiddot cates (STCs) to go with them the airplane took on a different appearmiddot ance and an entirely new personality A dowdy little toad had been transmiddot formed into an airway warrior that was deserving of the name bestowed upon it Geronimo

1 8 MARCH 2003

The front office of Bob mini-airliner neatly laid out with the latest in IFR inshystrumentation including a set of flight instruments for the co-pilot

Today the STCs for the Geronshyimo mods 27 in all rest with Diamond Aire Aviation (la93 Airshyport Road Kalispell MT 59901406752middot5092 emiddotmail geronimodiamondairecom webshysite wwwdiamondairecom)

Diamond Aire is run by CEO John Talmage who says We purchased the tooling and STCs at auction in 1997 Prior to that everything had been in storage and the convermiddot sions were unavailable for nearly nine years

Talmage estimates 300 to 400 conversions were done by Seguin prior to it selling the material

One of the things John points out is that the secret is as much in the aerodynamics as the power

People think they are going to hang 180 hp engines on it and immiddot mediately see the 25 mph increase quoted in original Geronimo matemiddot rial and that just isnt so The climb goes up and the single engine ceiling will be there but even with the new longer nose the speed wont be In our tests weve found that the really big drag areas are the nacelles I have a Geronimo 180 with the old cowlmiddot ings and I ve seen 160 Apaches with the new nacelles that are almiddot most as fast

Go to Diamond Aire s website wwwdiamondairecom for a commiddot plete list of the mods that are needed to turn a sweet potato into a rocket ship

I get asked about the airplane a lot Bobs airplane is a full Geronshy

imo which means all of the modifications (mods) that can be done with the exce ption of the cowlings have been done The Geronimo mods can be done in stages (see sidebar) but whoever had Bobs done went all the way right from the long nose to the squared off wings and tail to new cowlings with gear doors plus the 180 Lyshycomings in place of the original 150160 hp versions

I was looking for solid performshyance and single engine costs with two engines and thats what I got For one thing at a normal cruise setting Im burning 19-20 gallons per hour total and I can get it down from that at altitude Its not incredibly fast but its usually truing 178-180 miles per hour which isnt bad I always flight plan 150 knots and I always beat it

With four people and all four tanks filled which total a 108 gallons the airshyplane has no problem at all climbing 1200 feet per minute The useful load is 1700 pounds and it gets that

off the ground easily liThe airplane is a real gentleman

on one engine Because of the big dorshysal fin the Single-engine speed is nearly down at stall but its really easy to control at all times Also if you do lose one everything happens so slowly that you have all day to figure it out Now that it has enough power to fly well on one engine I think its one of the safest light twins ever built In fact its single engine ceiling is up around 12000 feet which is impresshysive considering that with the smaller engines and none of the drag mods it had trouble just staying in the air with one shut down

I flew one of the original airplanes and then set mine up with a full copishylot panel and arranged the engine instruments across the top which makes it easy to fly from either seat

When it comes to smaller twinshyengine airplanes its pretty hard to find anything that has some characshyter but the Geronimo has that The fact that the airp lane was the third one built in 1957 and is 45 years old doesnt even enter the conversation

when it comes to discussing utility The airplane

couldnt ofshyfer more

utility or have better hanshy

dling characteristics if it was built yesterday So no I dont

plan on selling it That pretty well sums up Bob

Dalzells feeling about the Geronimo Apache doesnt it

VINTAGE AIRPLANE 19

The front office of Bob mini-airliner neatly laid out with the latest in IFR inshystrumentation including a set of flight instruments for the co-pilot

Today the STCs for the Geronshyimo mods 27 in all rest with Diamond Aire Aviation (la93 Airshyport Road Kalispell MT 59901406752middot5092 emiddotmail geronimodiamondairecom webshysite wwwdiamondairecom)

Diamond Aire is run by CEO John Talmage who says We purchased the tooling and STCs at auction in 1997 Prior to that everything had been in storage and the convermiddot sions were unavailable for nearly nine years

Talmage estimates 300 to 400 conversions were done by Seguin prior to it selling the material

One of the things John points out is that the secret is as much in the aerodynamics as the power

People think they are going to hang 180 hp engines on it and immiddot mediately see the 25 mph increase quoted in original Geronimo matemiddot rial and that just isnt so The climb goes up and the single engine ceiling will be there but even with the new longer nose the speed wont be In our tests weve found that the really big drag areas are the nacelles I have a Geronimo 180 with the old cowlmiddot ings and I ve seen 160 Apaches with the new nacelles that are almiddot most as fast

Go to Diamond Aire s website wwwdiamondairecom for a commiddot plete list of the mods that are needed to turn a sweet potato into a rocket ship

I get asked about the airplane a lot Bobs airplane is a full Geronshy

imo which means all of the modifications (mods) that can be done with the exce ption of the cowlings have been done The Geronimo mods can be done in stages (see sidebar) but whoever had Bobs done went all the way right from the long nose to the squared off wings and tail to new cowlings with gear doors plus the 180 Lyshycomings in place of the original 150160 hp versions

I was looking for solid performshyance and single engine costs with two engines and thats what I got For one thing at a normal cruise setting Im burning 19-20 gallons per hour total and I can get it down from that at altitude Its not incredibly fast but its usually truing 178-180 miles per hour which isnt bad I always flight plan 150 knots and I always beat it

With four people and all four tanks filled which total a 108 gallons the airshyplane has no problem at all climbing 1200 feet per minute The useful load is 1700 pounds and it gets that

off the ground easily liThe airplane is a real gentleman

on one engine Because of the big dorshysal fin the Single-engine speed is nearly down at stall but its really easy to control at all times Also if you do lose one everything happens so slowly that you have all day to figure it out Now that it has enough power to fly well on one engine I think its one of the safest light twins ever built In fact its single engine ceiling is up around 12000 feet which is impresshysive considering that with the smaller engines and none of the drag mods it had trouble just staying in the air with one shut down

I flew one of the original airplanes and then set mine up with a full copishylot panel and arranged the engine instruments across the top which makes it easy to fly from either seat

When it comes to smaller twinshyengine airplanes its pretty hard to find anything that has some characshyter but the Geronimo has that The fact that the airp lane was the third one built in 1957 and is 45 years old doesnt even enter the conversation

when it comes to discussing utility The airplane

couldnt ofshyfer more

utility or have better hanshy

dling characteristics if it was built yesterday So no I dont

plan on selling it That pretty well sums up Bob

Dalzells feeling about the Geronimo Apache doesnt it

VINTAGE AIRPLANE 19

---i

st SUN NFUN

This is the year to warm-up your passion for aviation in Lakeland Florida at the 2003 SUNnFUN Fly-ln

Debuting at this years Fly-In will be EMs Countdown to Kitty Hawk Pavilion featuring an accurate reproduction

of the 1903 Wright Flyer- built to flyabove the sands of Kitty Hawk North Carolina this December

in commemoration of the 100th anniversary of the Wright Brothers historic flight

Be part of this week-long AeroExpo starting Wednesday April 2 Share experiences with thousands of aviation

enthusiasts from around the world Thrill to the precision and skill of the worlds best aerobatic pilots performing

daily Gain insight on the latest aviation products from 500 exhibitors Review mile after mile of restored and revered

aircraft Participate in one or more of 450 educational forums and hands-on workshops Visit our permanent display

in the Florida Air Museum featuring the recent addition of the Howard Hughes Aviation Collection

Visit the SUNn FUN web site Wlvsun-n-ful1 org for complete information-review progran1 schedule exhibitor

listing and lodging information -or call 1-863-644-2431 I ---

Fly-In Dates Wednesday Apri l 2- Tuesday April 8 2003

location SUNn FUN Fly-In on Lakelands Linder Regional

Airport Lakeland Florida in Central Floridas Polk County

between Tampa and Orlando

Where passions for aviation are renewed each spring

PASS IT CK BY EE BUCK HILBERT EAA 21 VAA 5

PO Box 424 UNION IL 60180

Think about it

As an old-time CFlI (certificated flight instructor-instrument) with a lot of the old basics inshygrained in me and with several forced landings to think about landing an airplane when you abshysolutely have no choice has become foremost in my mind over the past several months

I read the ads in publications and I read ads in our own publicashytions for the latest technological advancements-how this radio and this wing leveler and this safe flight indicator and this oil filter and these anti-collision lights and this GPS and all those other gadgshyets that take your mind and eyes deeper into the cockpit supposedly guarantee to make life easier and safer for the average pilot I read how this power flow system will increase the horsepower output how this add-on will bring you safely to earth if your airplane falls apart and on and on

I attend sessions and they are all very much the same-FAR reshyviews safety lessons how to use the GPS who can log what time sport pilot questions avgas versus autogas Every subject in the world except what I consider the basic precepts in flying

I read the accident reportsshygear up gear failure loss of control on takeoff and landings loss of electrical systems taxi accishydents propping accidents I read articles about why Ill never do that again

You cant look at an airplane for sale ad without seeing all

the equipment in the panel and on board Total time on the airshyframe engine and propeller seem insignificant to the radios electronics gadgets and dooshydads advertised

All this is building up to one thing How much good is this stuff going to do you when that engine quits

When youre in the pattern you hear all this radio chatter turning downwind turning base turning final and on and on En route its the same thing people at local airshyports up and down the state are chattering away Whats your poshysition Booger One this is Cloud Runner Oh its you Cloud Runshyner Im 11 and 13 miles on the 332nd radial of whatchamacallit VOR where are you Right off your right wing Booger Try lookshying out the window

What Im getting at is all these devices that supposedly make flyshying easier and safer seem to ignore some of the basic facts of flight

Im talking abo ut emergency procedures and not the kinds that cover radio and electric failure hyshydraulic failure burned out light bulbs and deflated seat cushions Im referring to real problems like what do you do when the engine quits Is that GPS or the autopilot or that CO detector or the inflatshyable door seal going to help you

Sure it is Just like the guy sitshyting at the desk up at FAA headquarters who is going to read the report Monday morning and try to hang you for violating the

FARs No one is going to reach out take you by the hand and tell you what to do Its all up to you and you alone

Do you prepare yourse lf before every takeoff by rehearsing in your mind what action youll take if that engine shells out on takeoff When is the last time you practiced S-turns across a road or rectangle patterns or precision spot landings or any other basic head-out-of-the-cockshypit maneuvers

Frankly those maneuvers should be an every day every flight exercise The traffic pattern itself is nothing but a rectangle pattern Sshyturns flying a ground pattern included The four basics of flight take place in the pattern-the climb the turn straight and level and the glide Ground reference all the while to place yourself where you want to be This practice should be ongoing and in preparashytion for what could happen

Learn your airplane If it s only a partial power failure can you fly with 1700 rpm Will it stay in the air Will it extend your glide Or will you get trapped on that 7shymile-long final and come up short Next time youre out boring holes in the blue exp lore some of these parameters Get yourself an old shytime instructor if you are in doubt and think you may need one Reshyview those basics theyll give you more confidence in yourself and in your airplane

What is your best glide speed continued on page 28

VINTAGE AIRPLANE 21

FLY-IN CALENDAR

The fo llowing list ofcoming events is furnished to our readers as a matter of info rmation only and does not constitute approval sponsorship involvement conshytrol or direction of any event (fly- in semina rs fly market etc) listed To submi t an even t please log on to wwweaaorgeventseventsasp Only if Inshyternet access is unavailable should you send the information via mail to Att Vintage Ahplane PO Box 3086 Oshkosh WI 54903-3086 Information should be reshyceived four months prior to the event date

MARCH 7-9-Casa Grande AZ-45th annual Cactus Fly- In at Casa Grande Airport Info wwwcactllslyil1orgor call john Engle 480shy987-55 16 or Dave Sirota 520-603-5440

MARCH 12-13-Romeoville IL-29th Annual Ge nera l Aviation Maintenance Seminar At Lewis Un iversity Co-sponsored by the [llishynois DOl the FAA and the Professional Aviation Maintenance Association (PAMA)

MARCH 22-Fort Pierce FL-EAA Ch 908 Flyshy[n Pancake Breakfast Ft Pierce [nt[ Airport Info Pau 772-464-0538 or 772-461-7175

MARCH 20-23-Cil1cimwti OH-14th Annual [ntl Women in Aviation Conference Info 386-226middot 7996

APRIL 2-8-Lakelal1d FL-Sun n Fun EAA FJyshy[no Info 863middot644-2431 wwwslI1-I1-funorg

APRIL 19-Fort Pierce FL-EAA Ch 908 F[y-[n Pancake Breakfast Ft Pierce [nt[ Airport Info Paul 772-464-0538 or 772-461middot7175

APRIL 19-20-Visalia CA-Ch 262 Fourth Annual Spring Wing Thing and Visalia Vintage Airshow Info 559-625-9889 e-mal RV8TOR200aolcom

APRIL 27-HalfMoon Bay CA-13th Annua l Pamiddot cific Coast Dream Machines Show Half Moon Bay Airport 10am-4pm Admission $15 adults $5 (age 5-14 amp 65+) free for kids age 4 and unshyder Parking included in price of admission Info 650middot726-2328 wwwmiramareventscolII

APRIL 28-Half Moon Bay CA-Pacific Coast Dream Machines Fly-[n and Show Half Moon Bay Airport 20 miles south of San Francisco IOam-4pm Displays and rides Info 650-726-2328 web wwwnliranzareventsconl

MAY 4-Dayloll OH-EAA Ch 48 40th Annual F[y-In Moraine Air Park (1-73) Info Dennis 937-878-2647 or Mike 937shy859middot8967 wwweaa48org

MAY 4-Rock(ord IL-EAA Ch 22 Flymiddotln Drivemiddotln Breakfast Greater Rfd Airport Courtesy Aircraft Hanger Info 815middot397-4995

MAY 10- Toughkenamon PA-EAA Ch 240 29th annua l EAA Fly- InDrive-In with Pancake Breakfast amp Lunch 8am-2pm at New Garden Airport (N57) Workshops speakers Young Eagles Fl ights Free admismiddot sion Info e-mai l EAA240org

MAY 100Sol10llla CA-SchellvillemiddotSonoma Va lley Aeronautical Aviation Swap Meet Antiqueclassic aircraft on display Info 707-938-1465 IltlplwWwlwpalletnet-arbeall llsaalls waplllJlI

MAY 16-18-Kewanee IL-Midwest Aeronca Fest (and old fashioned taildragger) Fly-In Kewanee Municipal Airport KEZI Info 309shy852-2594 e-mai l jodydebimvnet

MAY 16-18-Collllllbia CA-Gathering of Luscombes 2003 Aircraft judging spot landi ngs amp more Info 559middot888middot2745 Web www llscol1lbe-c1aorg

MAY 18-Romeoville IL-EAA Ch 15 32nd Ann ual Fly-In Breakfast Lewis University Airport (LOT) 7am-Noon Info George 630-243-8213

MAY 18-Troy OH- VAA Ch ~6 Olel Fashshyioned Barbeque Flymiddotln WACO Field (I WF) I lam-4pmYoung Eagle Flights (Rain date for Young Eagle tlights june 22 Ipmmiddot4pm) Info 937middot335middot 1444 e-mail dickandpatti0aolcom or 937middot294middot1107 e-mai l naviongelllaircolll

MAY 16-26--Fayetleville NC- Festival of Flight 2003 Info www(eslivaloftligiItorg

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

MAY 24-Zanesville OH-EAA Ch 425 Pancake Breakfast Fly-InDrive- In Riverside Airport 8am-2pm Lunch also available Info 740-454-0003

MAY 2S-Portage WI-EAA Ch 371 Fly-In Breakfast 7am-noon EAA Tri-motor rides Info 608-742-3300

MAY 31-JUNE I -Greeleville TN-EAA Ch 1355 Annual Fly-InCruise-In Vintage Airplanes cars amp warbirds Info 423-638-4925

JUNE I -DcKalb IL-39th Annual EAA Ch 24 1 Fly-In Breakfast (DKB) Info 847-888-2919

JUNE 6 -7-BartlesvilJe OK- 17th Annual Biplane Expo Info Charlie Harris 918-665shy0755 Fax 918-665-0039 wwwbiplal1eexpocom

JUNE 6-8-AJliance OH-Mid-Eastern FU K Aircraft OA Fly-In Alliance-Barber Airport WI Info 216-382-4821

JUNE 7-Danbllry CT-EAA Ch 130 Annua l Fly-In Municipal Airport (DXR) Awards for various categories food aero flea-market (bring stuff) Info 203-799-1273

JUNE 8-Rock Falls IL-EAA Ch 410 2 1st Annual Fly-InDrive-In Pancake Breakfast 7am-noon Whiteside County Airport (SQI) Info 815-622-3591

JUNE 13-1S-Gail1esville TX- Texas VAA Ch 40th Annual Fly-In Gainesville Municipal Airpo rt (GLE) Info 817-468-157 1

J UNE 14-1S-Toledo OH-EAA Ch 582 Fly-[n Metcalf Field (TDZ) Pull-AmiddotPlane contest Young Eagles food aircraft and auto displays 9amshy5plll Info john 419middot666middot0503 or mVlveaa582org

JUNE 14-1S-RIlta1(I VT-Bth Annual Taild raggers Rendezvous Flyln Brea kfast Rutland State Airport Info 802middot235-2808 vt(7yervennolltelnet

JUNE IS-Gllent NY-EAA Ch 146 SUlllmer Fly-In Pancake Breakfast Klinekill Airport (NYI) Route 21B 830-noon (Gas availshyable at Columbia County Airport IBI) 518-758-6355 web wwwcaaI460I3

JUNE 19-22-51 LOllis MO--American Waco Club Inc Fly-In Dauster Flying Field Creve Coeur Info Phil 269-624-6490 Web wwwl1lllericanwl1CocIIV COIJl

JUNE 21-Zanesville OH-EAA Ch 425 Pancake Breakfast Fly-In Orive-In Riverside Airport 8- ll am Hog Roast for lunch 11am-2pm Info 740-454-0003

JUNE 21-22-Howell MI-4th Annual Great Lakes Fly-In Livingston County Airport (OXW) Hands-on worksho ps seminars and more Info 517-223-3233 greatakeslyinorg

JUNE 22-Niles MI-EAA Ch 865 Annual FlyshyIn Breakfast Tyler Memorial Airport (3TR) 7-noon at Ch Hangar Info 269-684-0972 E-mail eaaclwpter865rllsncom

JUNE 24-Green Sea SC-EAA Ch 1167 An nua l Spring Fling Fly-In and Pig Pick Green Sea Airport (S79) 843-280-69 18 e- mail navilllls83aolcolII

JULY 19-ZaJesvile OH-EAA Ch 425 Pancake Breakfast F1ymiddotlnDrive-ln Parr Airport 8amshy2pm Lunch also available Info 740middot454-0003

AUGUST 100Qlleen City MO- 15th Annual Watermelon Fly-In amp BBQ Applegate Airport 2pm-dark Info 660-766-2644

AUGUST 22-23-Coffe)ville KS-Funk Aircraft Owners Association 26th Annual Fly-In and Reunion Info 302middot674middot5350

AUGUST 29-31-Saranac Lake NY-Centennial of Flight Celebration Air Show wwwsarallllclakecollla irportslllJnl

AUGUST 30-Zanesville OH-EAA Ch 425 Pancake Breakfast Fly-InDrive-In Riverside Airport 8am-2pm Lunch also available Info 740-454-0003

SEPTEMBER 19-20-Bartlesville OK-47th Annual Tulsa Regional Fly-In Info Charlie Harris 918-665-0755 Fax 918-665-0039 wwwtlllsalyillcom

SEPTEMBER 21-Simsbllry CT-Annua l FlyshyIn Simsbury Airport (4BO) 8am-5pm Info WrtllOlllassnetllet

SEPTEMBER 27-28-Midland TX-FinamiddotCAF AIRS HO 2003 Midland Intl Airport Info 915middot 563middot1000 wwwairsllOorg

SEPTEMBER 28-GI1mt NI-EAA Ch 146 Fall Fly-In Pancake Breakfast KJinekill Airport (NY) Route 21 B 830-noon (Gas available at Columbia County Airport 1BI) 518-758-6355 web wwweaoI46org

OCTOBER 4 -S-Rlltlond VT-13th Annual leafpeepers Fly-In Breakfast Rutland State Airport Info 802middot235-2808 v tl yc rl1ven IUn telllet

OCTOBER lS-19-Tllllalwlla TN-Beech Party 2003 sponsored by Staggerwing Museum Twin Beech 18 Society and Beech Owners Group Info 931-455- 1974

EAA FLY-IN SCHmULE 2003 bull Sun n Fun poundAA F1ymiddotln

April 2middot8 Lakeland FL (LAL) wwwslln-n-funorg

bull poundAA Southwest Regional Fly-In May 16-17 New Braunfels TX (KBAl) wwwswrfimiddotorg

bull Golden West poundAA Regional Fly-In June 20-22 Marysville CA (MYV) wwwgoldellwesifyinorg

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

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

bull poundAA AirVenture Oshkosh july 29-August 4 Oshkosh WI (OSH) wwwairventureorg

bull poundAA Mid-Eastern F1ymiddotln August 22-24 Marion OH (MNN) 440-352-1781

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

bull poundAA East Coast F1ymiddotln September 6-7 Toughkenamon PA (N57) wwweastcoastflyil1org

bull poundAA Southeast Regional F1ymiddotln October 3middot5 Evergreen At (GZH) wwwserfimiddotorg

bull Copperstate poundAA Regional Fly-In October 9middot12 Phoenix Al (A39) Vlwcopperstateorg

EAAs Countdown to Kitty Hawk Touring Pavilion presented by

11(1 Ford Motor Company5brr-u6-lo(C-lONy

Key Venues in 2003 middot April 2-8 - Sun n Fun EAA Fly-In

Lakeland FL bull june 13-16 - Ford Motor Companys 100th

Anniversary Celebration Dearborn MI bull july 4-20 - Inventing Flight Celebration

DaytonOH bull july 29-Aug 4 - EAA AirVenture Oshkosh

Oshkosh WI August 23-September 2 - Museum of

Flight Seattle WA bull December 13-17 - First Flight Centennial

Celebration Kitty Hawk NC

22 MARCH 2003

FLY-IN CALENDAR

The fo llowing list ofcoming events is furnished to our readers as a matter of info rmation only and does not constitute approval sponsorship involvement conshytrol or direction of any event (fly- in semina rs fly market etc) listed To submi t an even t please log on to wwweaaorgeventseventsasp Only if Inshyternet access is unavailable should you send the information via mail to Att Vintage Ahplane PO Box 3086 Oshkosh WI 54903-3086 Information should be reshyceived four months prior to the event date

MARCH 7-9-Casa Grande AZ-45th annual Cactus Fly- In at Casa Grande Airport Info wwwcactllslyil1orgor call john Engle 480shy987-55 16 or Dave Sirota 520-603-5440

MARCH 12-13-Romeoville IL-29th Annual Ge nera l Aviation Maintenance Seminar At Lewis Un iversity Co-sponsored by the [llishynois DOl the FAA and the Professional Aviation Maintenance Association (PAMA)

MARCH 22-Fort Pierce FL-EAA Ch 908 Flyshy[n Pancake Breakfast Ft Pierce [nt[ Airport Info Pau 772-464-0538 or 772-461-7175

MARCH 20-23-Cil1cimwti OH-14th Annual [ntl Women in Aviation Conference Info 386-226middot 7996

APRIL 2-8-Lakelal1d FL-Sun n Fun EAA FJyshy[no Info 863middot644-2431 wwwslI1-I1-funorg

APRIL 19-Fort Pierce FL-EAA Ch 908 F[y-[n Pancake Breakfast Ft Pierce [nt[ Airport Info Paul 772-464-0538 or 772-461middot7175

APRIL 19-20-Visalia CA-Ch 262 Fourth Annual Spring Wing Thing and Visalia Vintage Airshow Info 559-625-9889 e-mal RV8TOR200aolcom

APRIL 27-HalfMoon Bay CA-13th Annua l Pamiddot cific Coast Dream Machines Show Half Moon Bay Airport 10am-4pm Admission $15 adults $5 (age 5-14 amp 65+) free for kids age 4 and unshyder Parking included in price of admission Info 650middot726-2328 wwwmiramareventscolII

APRIL 28-Half Moon Bay CA-Pacific Coast Dream Machines Fly-[n and Show Half Moon Bay Airport 20 miles south of San Francisco IOam-4pm Displays and rides Info 650-726-2328 web wwwnliranzareventsconl

MAY 4-Dayloll OH-EAA Ch 48 40th Annual F[y-In Moraine Air Park (1-73) Info Dennis 937-878-2647 or Mike 937shy859middot8967 wwweaa48org

MAY 4-Rock(ord IL-EAA Ch 22 Flymiddotln Drivemiddotln Breakfast Greater Rfd Airport Courtesy Aircraft Hanger Info 815middot397-4995

MAY 10- Toughkenamon PA-EAA Ch 240 29th annua l EAA Fly- InDrive-In with Pancake Breakfast amp Lunch 8am-2pm at New Garden Airport (N57) Workshops speakers Young Eagles Fl ights Free admismiddot sion Info e-mai l EAA240org

MAY 100Sol10llla CA-SchellvillemiddotSonoma Va lley Aeronautical Aviation Swap Meet Antiqueclassic aircraft on display Info 707-938-1465 IltlplwWwlwpalletnet-arbeall llsaalls waplllJlI

MAY 16-18-Kewanee IL-Midwest Aeronca Fest (and old fashioned taildragger) Fly-In Kewanee Municipal Airport KEZI Info 309shy852-2594 e-mai l jodydebimvnet

MAY 16-18-Collllllbia CA-Gathering of Luscombes 2003 Aircraft judging spot landi ngs amp more Info 559middot888middot2745 Web www llscol1lbe-c1aorg

MAY 18-Romeoville IL-EAA Ch 15 32nd Ann ual Fly-In Breakfast Lewis University Airport (LOT) 7am-Noon Info George 630-243-8213

MAY 18-Troy OH- VAA Ch ~6 Olel Fashshyioned Barbeque Flymiddotln WACO Field (I WF) I lam-4pmYoung Eagle Flights (Rain date for Young Eagle tlights june 22 Ipmmiddot4pm) Info 937middot335middot 1444 e-mail dickandpatti0aolcom or 937middot294middot1107 e-mai l naviongelllaircolll

MAY 16-26--Fayetleville NC- Festival of Flight 2003 Info www(eslivaloftligiItorg

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

MAY 24-Zanesville OH-EAA Ch 425 Pancake Breakfast Fly-InDrive- In Riverside Airport 8am-2pm Lunch also available Info 740-454-0003

MAY 2S-Portage WI-EAA Ch 371 Fly-In Breakfast 7am-noon EAA Tri-motor rides Info 608-742-3300

MAY 31-JUNE I -Greeleville TN-EAA Ch 1355 Annual Fly-InCruise-In Vintage Airplanes cars amp warbirds Info 423-638-4925

JUNE I -DcKalb IL-39th Annual EAA Ch 24 1 Fly-In Breakfast (DKB) Info 847-888-2919

JUNE 6 -7-BartlesvilJe OK- 17th Annual Biplane Expo Info Charlie Harris 918-665shy0755 Fax 918-665-0039 wwwbiplal1eexpocom

JUNE 6-8-AJliance OH-Mid-Eastern FU K Aircraft OA Fly-In Alliance-Barber Airport WI Info 216-382-4821

JUNE 7-Danbllry CT-EAA Ch 130 Annua l Fly-In Municipal Airport (DXR) Awards for various categories food aero flea-market (bring stuff) Info 203-799-1273

JUNE 8-Rock Falls IL-EAA Ch 410 2 1st Annual Fly-InDrive-In Pancake Breakfast 7am-noon Whiteside County Airport (SQI) Info 815-622-3591

JUNE 13-1S-Gail1esville TX- Texas VAA Ch 40th Annual Fly-In Gainesville Municipal Airpo rt (GLE) Info 817-468-157 1

J UNE 14-1S-Toledo OH-EAA Ch 582 Fly-[n Metcalf Field (TDZ) Pull-AmiddotPlane contest Young Eagles food aircraft and auto displays 9amshy5plll Info john 419middot666middot0503 or mVlveaa582org

JUNE 14-1S-RIlta1(I VT-Bth Annual Taild raggers Rendezvous Flyln Brea kfast Rutland State Airport Info 802middot235-2808 vt(7yervennolltelnet

JUNE IS-Gllent NY-EAA Ch 146 SUlllmer Fly-In Pancake Breakfast Klinekill Airport (NYI) Route 21B 830-noon (Gas availshyable at Columbia County Airport IBI) 518-758-6355 web wwwcaaI460I3

JUNE 19-22-51 LOllis MO--American Waco Club Inc Fly-In Dauster Flying Field Creve Coeur Info Phil 269-624-6490 Web wwwl1lllericanwl1CocIIV COIJl

JUNE 21-Zanesville OH-EAA Ch 425 Pancake Breakfast Fly-In Orive-In Riverside Airport 8- ll am Hog Roast for lunch 11am-2pm Info 740-454-0003

JUNE 21-22-Howell MI-4th Annual Great Lakes Fly-In Livingston County Airport (OXW) Hands-on worksho ps seminars and more Info 517-223-3233 greatakeslyinorg

JUNE 22-Niles MI-EAA Ch 865 Annual FlyshyIn Breakfast Tyler Memorial Airport (3TR) 7-noon at Ch Hangar Info 269-684-0972 E-mail eaaclwpter865rllsncom

JUNE 24-Green Sea SC-EAA Ch 1167 An nua l Spring Fling Fly-In and Pig Pick Green Sea Airport (S79) 843-280-69 18 e- mail navilllls83aolcolII

JULY 19-ZaJesvile OH-EAA Ch 425 Pancake Breakfast F1ymiddotlnDrive-ln Parr Airport 8amshy2pm Lunch also available Info 740middot454-0003

AUGUST 100Qlleen City MO- 15th Annual Watermelon Fly-In amp BBQ Applegate Airport 2pm-dark Info 660-766-2644

AUGUST 22-23-Coffe)ville KS-Funk Aircraft Owners Association 26th Annual Fly-In and Reunion Info 302middot674middot5350

AUGUST 29-31-Saranac Lake NY-Centennial of Flight Celebration Air Show wwwsarallllclakecollla irportslllJnl

AUGUST 30-Zanesville OH-EAA Ch 425 Pancake Breakfast Fly-InDrive-In Riverside Airport 8am-2pm Lunch also available Info 740-454-0003

SEPTEMBER 19-20-Bartlesville OK-47th Annual Tulsa Regional Fly-In Info Charlie Harris 918-665-0755 Fax 918-665-0039 wwwtlllsalyillcom

SEPTEMBER 21-Simsbllry CT-Annua l FlyshyIn Simsbury Airport (4BO) 8am-5pm Info WrtllOlllassnetllet

SEPTEMBER 27-28-Midland TX-FinamiddotCAF AIRS HO 2003 Midland Intl Airport Info 915middot 563middot1000 wwwairsllOorg

SEPTEMBER 28-GI1mt NI-EAA Ch 146 Fall Fly-In Pancake Breakfast KJinekill Airport (NY) Route 21 B 830-noon (Gas available at Columbia County Airport 1BI) 518-758-6355 web wwweaoI46org

OCTOBER 4 -S-Rlltlond VT-13th Annual leafpeepers Fly-In Breakfast Rutland State Airport Info 802middot235-2808 v tl yc rl1ven IUn telllet

OCTOBER lS-19-Tllllalwlla TN-Beech Party 2003 sponsored by Staggerwing Museum Twin Beech 18 Society and Beech Owners Group Info 931-455- 1974

EAA FLY-IN SCHmULE 2003 bull Sun n Fun poundAA F1ymiddotln

April 2middot8 Lakeland FL (LAL) wwwslln-n-funorg

bull poundAA Southwest Regional Fly-In May 16-17 New Braunfels TX (KBAl) wwwswrfimiddotorg

bull Golden West poundAA Regional Fly-In June 20-22 Marysville CA (MYV) wwwgoldellwesifyinorg

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

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

bull poundAA AirVenture Oshkosh july 29-August 4 Oshkosh WI (OSH) wwwairventureorg

bull poundAA Mid-Eastern F1ymiddotln August 22-24 Marion OH (MNN) 440-352-1781

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

bull poundAA East Coast F1ymiddotln September 6-7 Toughkenamon PA (N57) wwweastcoastflyil1org

bull poundAA Southeast Regional F1ymiddotln October 3middot5 Evergreen At (GZH) wwwserfimiddotorg

bull Copperstate poundAA Regional Fly-In October 9middot12 Phoenix Al (A39) Vlwcopperstateorg

EAAs Countdown to Kitty Hawk Touring Pavilion presented by

11(1 Ford Motor Company5brr-u6-lo(C-lONy

Key Venues in 2003 middot April 2-8 - Sun n Fun EAA Fly-In

Lakeland FL bull june 13-16 - Ford Motor Companys 100th

Anniversary Celebration Dearborn MI bull july 4-20 - Inventing Flight Celebration

DaytonOH bull july 29-Aug 4 - EAA AirVenture Oshkosh

Oshkosh WI August 23-September 2 - Museum of

Flight Seattle WA bull December 13-17 - First Flight Centennial

Celebration Kitty Hawk NC

22 MARCH 2003

Relive fIle Golden Age

of Air Racingl IIIe Omalta Air Races

1931-1934

It was a 5-mile

course with eight to

L====--I 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

PYlONI by Wallace Peterson

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

$1395 us plus $500 shi h

Dageforde Publishing Inc

1-800-216-8794 Also avai lable at

wwwdagefordecomcatalog

Flight Control Cables Custom Manufactured

Each Cable is Proof Load Tested and Prestretched for Stability

Quick D elivery Reasonable Prices Certification to MIL-T-61 17

amp MIL-C-5688A 1 16 to 1 4 Certified Bulk Cable and

Fittings are Available

~McFalane Aviation Products

McFarlane Aviation Inc 696 E 1700 Road

Baldwin City KS 66006 800-544-8594

Fax 785-594-3922 wwwmcfarlane-aviationcom

salesmcfadane-aviationcom-__ ~ VIS4 _~

~~ -~mfIpoundshy Alrernfl CoaUng_

wwwpolyfibercom wwwaircraftsprucecom

~EAA

BfJlJ7fAJIIWORKSHOPS --~--

1-800-WORKSHOP 1-800-967-5746

sportaireaaorg

Visit wwwsportaircom for a complete listing of workshops

Workshop Schedule Mar 8-9 2003 Dallas TX

SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING ELECTRICAL SYSTEMS

amp AVIONICS GAS WELDING

Mar 14-162003 Griffin (Atlanta) GA RVASSEMBLY

Mar 21-232003 Corona CA RVASSEMBLY

Mar 21-232003 Griffin (Atlanta) GA TIG WELDING

April 26-27 2003 Watsonville CA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING ELECTRICAL SYSTEMS

amp AVIONICS

May 16-18 2003 Oshkosh WI RVASSEMBLY

May 16-18 2003 Griffin (Atlanta) GA TIG WELDING

June 6-8 2003 Corona CA RVASSEMBLY

June 21-222003 Frederick MD SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING ELECTRICAL SYSTEMS

amp AVIONICS GAS WELDING

June 27-29 2003 Griffin (Atlanta) GA RVASSEMBLY TIG WELDING

VINTAGE AIRPLANE 23

AUA would like to thank you - our customers - for your continued

support We appreciate having the opportunity to serve you

Together we can continue partnering to provide affordable

quality insurance for vintage aircraft enthusiasts

Thanks again See you at Sun In Fun 103 Stop and see us at Booth

B-57

AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums

Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion

No age penalty - No component parts endorsements - Discounts for claim-free renewals carrying all risk coverages

Call AUA for the best in corporate aircraft helicopter airport and general aviation insurance

800-727-3823 AVIATION UNLIMITED AGENCY

www ouoonl inecom

ScoHHinton New Port Richey FL

bull 5500+ hours

bull USCG C-130 pilot

bull ATP ME airplane

I really appreciate AUAs great prices and even better service

That coupled with their understanding of the unique operational

issues associated with antique airplane ownership make for an

unbeatable combination

- Scott Hinton

The best is affordable Give AUA a call - its FREE

800~727-3amp23 Fly with the pros fly with AUA Inc

THE VINTAGE INSTRUCTOR continued from page 13

going immediately there would be sufficient separation The Aerobat had already gone around once when the preceding aircraft had not cleared the runway quickly enough and was now on short final for the second time And the Fleet still sat there What was he waiting for I thought to myself

And then to the assembled onshylookers horror the Fleet commenced its takeoff roll As the Aerobat started to flare the separation between the two aircraft reduced to 15 feet We all looked on aghast The Fleet continshyued to accelerate and the Aerobat to decelerate and the Fleet flew out from beneath the Cessna avertshying disaster by literally 10 feet As an aviation safety counselor it would be my duty to speak with both pilots

The pilot of the Aerobat a fairly new-minted private pilot said that he assumed (we all know how to spell ass-u-me) that the biplane would

hold in position (And we all know the problem with assumption) As he continued his approach the Fleet disshyappeared beneath his nose He said he was totally surprised (I could well imagine) as he saw the biplane rise in front of him My advice to him was that whenever there is any doubt about the landing the best course of action is a go-around It might mean that you miss the last pancake served but youll be alive to be first in line for the burger

The pilot of the Fleet has been flyshying for years Perhaps more years than his Fleet has flown He is a highly respected icon of knowledge and experience and rightfully so When I spoke with him the next day he had been unaware of the incident until I told him He was horrified and mortified with what he had done He felt he had done a thorough scan of the pattern But perhaps a belly full of pancakes and an eagerness to get in

the air created a dangerous complashycency After his run-up he had not done a 360-degree turn on the ground prior to taking the runway And in a biplane the visibility is certainly reshystricted enough to mandate that clearing turn on the ground Furthershymore having thousands of hours in ones logbook does not guarantee protection from above (Or below for that matter)

We all learned a great deal that day two pilots in particular It doesnt matter if we are the only plane in the pattern or on arrival to OSH during EAA AirVenture The cockpit of an aircraft has no room for complacency Nor can a pilot ever assume anything Obviously the more crowded the airshyspace the more important this becomes but it has relevance even if we are operating alone at our own private airstrip Remembering this and applying it whenever we are in t he cockpit will go a long way in changing us from being just a good pilot to being a great pilot

MIKES HANGAR

MIKES HANGAR

is Practicing 3811 River Rd bull Columbus 1047203 812middot375middot1954 812-314-0954 fax a Tradition

WNWrirashangatcotn ~om Q bull 0 bullbullbullbullbullbullbullbull

ra 1

We provide the following services

gt Complete Restorations

gt Custom Paint and Fabric

gt Unlimited Aerobatics to Antiques

gt Custom Aero to Custom Antique

gt Fast Award Winning Service

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

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 sl ings

Free catalog of complete product line

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

ail1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394middot1247

26 MARCH 2003

ScoHHinton New Port Richey FL

bull 5500+ hours

bull USCG C-130 pilot

bull ATP ME airplane

I really appreciate AUAs great prices and even better service

That coupled with their understanding of the unique operational

issues associated with antique airplane ownership make for an

unbeatable combination

- Scott Hinton

The best is affordable Give AUA a call - its FREE

800~727-3amp23 Fly with the pros fly with AUA Inc

THE VINTAGE INSTRUCTOR continued from page 13

going immediately there would be sufficient separation The Aerobat had already gone around once when the preceding aircraft had not cleared the runway quickly enough and was now on short final for the second time And the Fleet still sat there What was he waiting for I thought to myself

And then to the assembled onshylookers horror the Fleet commenced its takeoff roll As the Aerobat started to flare the separation between the two aircraft reduced to 15 feet We all looked on aghast The Fleet continshyued to accelerate and the Aerobat to decelerate and the Fleet flew out from beneath the Cessna avertshying disaster by literally 10 feet As an aviation safety counselor it would be my duty to speak with both pilots

The pilot of the Aerobat a fairly new-minted private pilot said that he assumed (we all know how to spell ass-u-me) that the biplane would

hold in position (And we all know the problem with assumption) As he continued his approach the Fleet disshyappeared beneath his nose He said he was totally surprised (I could well imagine) as he saw the biplane rise in front of him My advice to him was that whenever there is any doubt about the landing the best course of action is a go-around It might mean that you miss the last pancake served but youll be alive to be first in line for the burger

The pilot of the Fleet has been flyshying for years Perhaps more years than his Fleet has flown He is a highly respected icon of knowledge and experience and rightfully so When I spoke with him the next day he had been unaware of the incident until I told him He was horrified and mortified with what he had done He felt he had done a thorough scan of the pattern But perhaps a belly full of pancakes and an eagerness to get in

the air created a dangerous complashycency After his run-up he had not done a 360-degree turn on the ground prior to taking the runway And in a biplane the visibility is certainly reshystricted enough to mandate that clearing turn on the ground Furthershymore having thousands of hours in ones logbook does not guarantee protection from above (Or below for that matter)

We all learned a great deal that day two pilots in particular It doesnt matter if we are the only plane in the pattern or on arrival to OSH during EAA AirVenture The cockpit of an aircraft has no room for complacency Nor can a pilot ever assume anything Obviously the more crowded the airshyspace the more important this becomes but it has relevance even if we are operating alone at our own private airstrip Remembering this and applying it whenever we are in t he cockpit will go a long way in changing us from being just a good pilot to being a great pilot

MIKES HANGAR

MIKES HANGAR

is Practicing 3811 River Rd bull Columbus 1047203 812middot375middot1954 812-314-0954 fax a Tradition

WNWrirashangatcotn ~om Q bull 0 bullbullbullbullbullbullbullbull

ra 1

We provide the following services

gt Complete Restorations

gt Custom Paint and Fabric

gt Unlimited Aerobatics to Antiques

gt Custom Aero to Custom Antique

gt Fast Award Winning Service

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

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 sl ings

Free catalog of complete product line

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

ail1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394middot1247

26 MARCH 2003

THE VINTAGE INSTRUCTOR continued from page 13

going immediately there would be sufficient separation The Aerobat had already gone around once when the preceding aircraft had not cleared the runway quickly enough and was now on short final for the second time And the Fleet still sat there What was he waiting for I thought to myself

And then to the assembled onshylookers horror the Fleet commenced its takeoff roll As the Aerobat started to flare the separation between the two aircraft reduced to 15 feet We all looked on aghast The Fleet continshyued to accelerate and the Aerobat to decelerate and the Fleet flew out from beneath the Cessna avertshying disaster by literally 10 feet As an aviation safety counselor it would be my duty to speak with both pilots

The pilot of the Aerobat a fairly new-minted private pilot said that he assumed (we all know how to spell ass-u-me) that the biplane would

hold in position (And we all know the problem with assumption) As he continued his approach the Fleet disshyappeared beneath his nose He said he was totally surprised (I could well imagine) as he saw the biplane rise in front of him My advice to him was that whenever there is any doubt about the landing the best course of action is a go-around It might mean that you miss the last pancake served but youll be alive to be first in line for the burger

The pilot of the Fleet has been flyshying for years Perhaps more years than his Fleet has flown He is a highly respected icon of knowledge and experience and rightfully so When I spoke with him the next day he had been unaware of the incident until I told him He was horrified and mortified with what he had done He felt he had done a thorough scan of the pattern But perhaps a belly full of pancakes and an eagerness to get in

the air created a dangerous complashycency After his run-up he had not done a 360-degree turn on the ground prior to taking the runway And in a biplane the visibility is certainly reshystricted enough to mandate that clearing turn on the ground Furthershymore having thousands of hours in ones logbook does not guarantee protection from above (Or below for that matter)

We all learned a great deal that day two pilots in particular It doesnt matter if we are the only plane in the pattern or on arrival to OSH during EAA AirVenture The cockpit of an aircraft has no room for complacency Nor can a pilot ever assume anything Obviously the more crowded the airshyspace the more important this becomes but it has relevance even if we are operating alone at our own private airstrip Remembering this and applying it whenever we are in t he cockpit will go a long way in changing us from being just a good pilot to being a great pilot

MIKES HANGAR

MIKES HANGAR

is Practicing 3811 River Rd bull Columbus 1047203 812middot375middot1954 812-314-0954 fax a Tradition

WNWrirashangatcotn ~om Q bull 0 bullbullbullbullbullbullbullbull

ra 1

We provide the following services

gt Complete Restorations

gt Custom Paint and Fabric

gt Unlimited Aerobatics to Antiques

gt Custom Aero to Custom Antique

gt Fast Award Winning Service

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

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 sl ings

Free catalog of complete product line

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

ail1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394middot1247

26 MARCH 2003

NEW MEMBERS Danny Carroll Newcastle NSW Australia Scott A Stamp North Delta BC Canada John B Bakker Sebringville ON Canada Joseph Terry ODacre Rocky Mountain House ON Canada Denis Lussier Prevost Po Canada Derek Doyle Lucan Dublin Ireland Khaled Alzeedi Casablanca-Anfa Morocco Enold Johnsen Askim Norway Calixto Fortes Sta Cruz De Tenerife Spain Claudio Marin Garcia Ontigola Toledo Spain Ian Pentz Dubai United Arab Emirates Bruce Ray Enterprise AL James D Atkinson Mena AR Homer GEllis Fort Smith AR Jack Cole Sun City West AZ Mark Hawkins Queen Creek AZ Shy Bourgeois Santa Ynez CA Birch N Entriken Truckee CA Jerry D Finney Riverside CA Jerry D Finney Riverside CA Jaye L Matthews Ramona CA Richard McKay Rancho Palos Verdes CA Darrell Meeks Modesto CA Robert W Preiss Palm Springs CA Stan Rutiz Templeton CA James S Spitzley Cambria CA James E Hocut Powder Springs GA Jay McClure Atlanta GA John Neely Savannah GA Richard Van Iderstyne Jekyll Island GA Jack Else Cedar Rapids IA Dale E Standley Council Bluffs IA Don M Simmonds Sand Point ID Ron Cates Tallula IL Bruce S Fine Northbrook IL James M Wissemes Carol Stream IL John Anderson III Olathe KS Linda M Hanna Gardner KS Ken Balch Ashland MA Michael Kramer Olney MD John Ness White Marsh MD Robert A Parrack Elkton MD o Dale Hey Stanton MI

Kenneth E Davey Lake Crystal MN Lenny Wollitz Bemidji MN Lynn Larry Pitts Webb City MO Cecil Austin Winona MS Roy Griffin McComb MS David Heath Winona MS Mike Spalding Ahoski NC Alan Larter Franklin NH George F Bigge Elmer NJ Michael Harris Hazlet NJ Ken J House Cranford NJ Robert A Kite Lawrenceville NJ Matthew Miller Manville NJ Jack Effron Poughkeepsie NY Eugene T Leavy East Northport NY Frank A Van Skiver Gloversville NY Clyde C Fox Mansfield OH Ralph Goodman Cuyahoga Falls OH Thomas Inglin Hamilton OH William Mack Hamilton OH Dolivio Cetrangolo Ada OK Brad Mendenhall Woodburn OR Terence J Connor West Chester PA James R Dugan Lansdale PA Gary G Hartle Greencastle PA Frank Lipovsek South Park PA Joseph L Campbell Dale TX Ray LEnder San Marcos TX Dewey Magee Portland TX Scott Sackett Krum TX Robert Daniels Oakton VA Jimmy Mcwhorter Louisa VA Kristian Ljungkvist Burlington VT Gerald P Mahoney Sequim WA Todd A Mason Centralia WA Alfred L Schulz Spokane WA Richard E Studebaker Bow WA Michael Zyskowski Redmond WA Tom G Holz West Bend WI Mark L Langenfeld Madison WI Gene Seprish Waukesha WI Patrick R Walsh Brookfield WI Jerry Nelsen Dayton WY

VINTAGE AIRPLANE 27

Regardless of the size of tIle project my goal

has always been to exceed my customers

expectations Award Winni ng Vintage Interiors by

Paul Workman OHIO AIRCRAFT INTERIORS

Parr Airport (421) Zanesville Ohio 43701

8007946560

Radial Exhaust Systems Inc Jumping Branch WV 25969

27 Years Experience

15 different engines for fitting

FAA Certified Repair Station XHYR068L

Antiques Warbirds Cropdusters 304-466-1752 Fax 304-466-0802

wwwradialexhaustsystemscom

The use of Dacron or similar modern mo1erials as a 5ubslilule for coHan is a dead giveOWllv 10 Ihe knowing eve TheV simplv do nollook righl on vinloge aircroft from Robert Mikesh former lturolor oflhe Nolional Air and Space

Museum in his book Restoring Museum Aircraft

VIIiTAGE AERO fAPgtRIC LTD PURVEYORS

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

Certificated Grode Acallan Early airaait callan

Imported aircraft Unen(beige and ton) German WWI lozenge print fabric

fabric topes frayed straight pinked and early American pinked Waxed finen lacing cord

Pure cotton machine and hand sewing thread

Vinlage Aero Fabrics ltd 316 Creekwood Dr Bardslown KY 40004 lei 502-349-1429 fox 502-349-1428 websile wwwavciolhcom

Or~ina l Nieuport 28 reslared bv Vinlage Avialion Services

28 MARCH 2003

VINTAGE TRADER

Something to buy sell or trade

Classified Word Ads $5 50 per 10 words 180 words maximum with boldshyface lead-in 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 secshyond month prior to desired issue date (ie 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_ Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426shy4828) or e-mail (classadseaaorg) 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 54903-3086

BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves pisshyton rings Call us Toll Free 1-800-233-6934 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-giftshop_com A Web Site With The Pilot In Mind

(and those who love airplanes)

For safe 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 PO-8 cershytified 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 listing of Vintage and e-mail or call evenings E E Buck Hilbert

Flying wires available 1994 pricing Visit

wwwf1yingwirescom or caIlSOO-517-9278

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

For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418_

PASS IT TO BUCK continued from page 21

Where should the base leg be so you can make the field power-off

Why do they call it the base leg Because its the base for a safe glide to a landing Every time you come in to land it should be a firm fixshyture in your mind for making a successful landing It is also the best base for accomplishing a safe landing in the event that your enshygine quits Using a base leg and practicing grou nd reference mashyneuvers to place yourself on that base leg is the clue to accomplishshying a safe landing

If the plane has engine fail ure on takeoff the approved school solution is to land straight ahead right Sure b u t what about obshystructions and such Hey a 4S-degree turn left or right is still straight ahead Even a 90-degree turn-you can land crosswind Ive seen it done The main thing here is you rehearse this in your mind just before you tighten your seat belt and open the throttle You have a plan stick to it

To make a ISO-degree turn takes altitude Thats why the downwind is flown at an alti shytude that allows you two 90-degree turns with a little fudge factor for alignment after completion of the turns You cant make it back to the field if you havent at least downwind altitude Think about it

If you are at downwind pattern altitude then you have time and space to do a ISO-degree turn_ But anything less than that and youre kidding yourself

Practice those ground reference maneuvers get your head out of the cockpit Have a plan in mind before you open the throttle and with that its over to you

K

(( ~tJ~

Regardless of the size of tIle project my goal

has always been to exceed my customers

expectations Award Winni ng Vintage Interiors by

Paul Workman OHIO AIRCRAFT INTERIORS

Parr Airport (421) Zanesville Ohio 43701

8007946560

Radial Exhaust Systems Inc Jumping Branch WV 25969

27 Years Experience

15 different engines for fitting

FAA Certified Repair Station XHYR068L

Antiques Warbirds Cropdusters 304-466-1752 Fax 304-466-0802

wwwradialexhaustsystemscom

The use of Dacron or similar modern mo1erials as a 5ubslilule for coHan is a dead giveOWllv 10 Ihe knowing eve TheV simplv do nollook righl on vinloge aircroft from Robert Mikesh former lturolor oflhe Nolional Air and Space

Museum in his book Restoring Museum Aircraft

VIIiTAGE AERO fAPgtRIC LTD PURVEYORS

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

Certificated Grode Acallan Early airaait callan

Imported aircraft Unen(beige and ton) German WWI lozenge print fabric

fabric topes frayed straight pinked and early American pinked Waxed finen lacing cord

Pure cotton machine and hand sewing thread

Vinlage Aero Fabrics ltd 316 Creekwood Dr Bardslown KY 40004 lei 502-349-1429 fox 502-349-1428 websile wwwavciolhcom

Or~ina l Nieuport 28 reslared bv Vinlage Avialion Services

28 MARCH 2003

VINTAGE TRADER

Something to buy sell or trade

Classified Word Ads $5 50 per 10 words 180 words maximum with boldshyface lead-in 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 secshyond month prior to desired issue date (ie 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_ Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426shy4828) or e-mail (classadseaaorg) 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 54903-3086

BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves pisshyton rings Call us Toll Free 1-800-233-6934 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-giftshop_com A Web Site With The Pilot In Mind

(and those who love airplanes)

For safe 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 PO-8 cershytified 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 listing of Vintage and e-mail or call evenings E E Buck Hilbert

Flying wires available 1994 pricing Visit

wwwf1yingwirescom or caIlSOO-517-9278

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

For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418_

PASS IT TO BUCK continued from page 21

Where should the base leg be so you can make the field power-off

Why do they call it the base leg Because its the base for a safe glide to a landing Every time you come in to land it should be a firm fixshyture in your mind for making a successful landing It is also the best base for accomplishing a safe landing in the event that your enshygine quits Using a base leg and practicing grou nd reference mashyneuvers to place yourself on that base leg is the clue to accomplishshying a safe landing

If the plane has engine fail ure on takeoff the approved school solution is to land straight ahead right Sure b u t what about obshystructions and such Hey a 4S-degree turn left or right is still straight ahead Even a 90-degree turn-you can land crosswind Ive seen it done The main thing here is you rehearse this in your mind just before you tighten your seat belt and open the throttle You have a plan stick to it

To make a ISO-degree turn takes altitude Thats why the downwind is flown at an alti shytude that allows you two 90-degree turns with a little fudge factor for alignment after completion of the turns You cant make it back to the field if you havent at least downwind altitude Think about it

If you are at downwind pattern altitude then you have time and space to do a ISO-degree turn_ But anything less than that and youre kidding yourself

Practice those ground reference maneuvers get your head out of the cockpit Have a plan in mind before you open the throttle and with that its over to you

K

(( ~tJ~

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 windsodaolcom vaaflyboymsncom

Secretary Treasurer Steve Nesse Charles W Harris

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

507-373-1674 918-622-8400 stnesdeskmediacom cwhhv5ucom

DIRECTORS Steve Bender

815 Airport Road Roanoke TX 76262

817-491-4700 sstl00worldnetattnet

David Bennett PO Sox 1188

Roseville CA 95678 916-645-6926

antiqueri nreachcom

j ohn Berendt 7645 Echo Point Rd

Cannon Falls MN 55009 507-263-2414

fchJdnonnectcom

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 IA Deacon Street

Northf~~~~~4~~501532

copelandljunocom

Phil Coulson 28415 Springbrook Dr

Lawton MI 49065 616-624-6490

rcoulsonS l 6cScom

Roger Gomoll 8891 Airport Rd Sox C2

Blaine MN 55449 763-786-3342

pledgedrivemsncom

Dale A Gustafson 7724 Shady Hills Dr

Indianapolis IN 46278 317-293-4430

dalefayemsncom

Jeannie Hill PO Box 328

Harvard IL 60033 815-943-7205

dinghaoowcnet

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 lumperexecpccom

Gene Morris 5936 Steve Court

Roanoke TX 76262 817-491-9 110

n03captflashnet

Dean Richardson 1429 Kings Lynn Rd

Stoughton WI 53589 608-877-8485

darapriJaiIecom

Geoff Robison 1521 E MacGregor Dr New Haven IN 46774

260-493-4724 chiefl025aolcom

SH Wes Sclunid 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 920-23 1-5002 815-923-4591

buck7acmcnet

ADVISOR Alan Shackleton

PO Sox 656 Sugar Grove 11 60554-0656

630-466-4193 103346l772Compuservecom

Membership Services Directo~ 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 h ttpwwweaa org and httpwwwairventureorg E-Mail vintage eaaorg _

EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CSn bull ew renew memberships EAA Divisions

(Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)

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 information 920-426-4821 Chapters locatingorganizing 920-426-4876 Education 920-426-6815

bull EAA Air Academy bull EAA Scholarships

Flight Advisors information 920-426-6522 Flight Instructor information _920-426-6801 Flying Start Program 920-426-6847 Library Services Research 920-426-4848 Medical Questions 920-426-4821 Technical Counselors 920-426-4821 Young Eagles 920-426-4831 Benefits AUA _ _ 800-727-3823 EAA Aircraft Insurance Plan 866-647-4322 Term Life and Accidental 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 _ FAX 920-426-4828

bull Submitting article photo bull Advertising information

EAA Aviation Foundation Artifact Donations _ 920-426-4877 Financial Support bull 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 VI NTAGE A IRPLANE magaZine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPOR T AVIATION magaZine not inshycluded) (A dd $7 for Foreign Postage_)

lAC Current EAA members may join the Internashy

tional Aerobatic Club Inc Division and receive SPOR T AEROBATICS magaZine for an addishytional $45 per year

EAA Membership SPORT AER OBATICS magaZine and one year membership in the lAC Division is available for $55 per year (SPORT

AVIATION magaZine not included) (A dd $15 for Foreign Postage_)

WARBIRDS Current EAA members may join the EAA Warshy

birds of America Division and receive WARBIRDS magazine for an additional $40 per year

EAA Membership WARBIRDS magaZine and one year membership in the Warbirds Divishysion is available for $50 per year (SPORT AVIATION 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 is available for $30 per year (SPORT AVIATION magazine not included) (A dd $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

Members hip dues to EAA and its divis ions are not tax deductible as charitable contributions

Copyright copy2003 by the EM Vinlage Aircraft Association All rights reserved

VINlAGEAIRPLANE OSSN 0091-6943) IPM 40032445 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental pjrcraft Association and is published monlhly at EM Aviation Center 3000 Poberezny Rdbull PO Box 3086 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EM Vintage Aircraft Association PO Box 3088 Oshkosh WI 54903-3086 Return Canadian issues to Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mait ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

EDITORIAL POLICY Readers are encouraged to submit stOlies and photographs Policy opinions expressed in arlicles 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 VINlAGE AIRPLANE PO Box 3088 Oshkosh WI 54903-3086 Phone 920426-4800

EAA~ and SPORT AVlATION~ the EM Log~ and Aeronautica are registered trademarks trademarks and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service marks without the permission of the Experimental Aircraft Association Inc is strictly prohibited

The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation Inc The use of this trademark wilhout the permission of the EM Aviation Foundation Inc is strictly prohibited

VINTAGE AIRPLANE 29

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

SM V00250 $1795 LG V00249 $1895

ladies Denim La1T

This mediuubull I~~ shirt has the on the back yoke SM V11183 MD Vll184 LG V11185 XL V11186

ORDER ONLINE httpshopeaaorg Denim Apron V 00403 $2600 This denim apron goes well from the cookout to thekitchen to the shop 100 cotton Machine wash andtlry

ladies and Mens Stonewashed Denim Shirt A classic for any season this denim shirt is great for artaviation activities LADIES $3195 MENs $3295 SM Vl1147 MD Vl1161

$3295 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 V11165 LG Vl1166 XL V11167

ladies Yellow Golf Shirt

MD V11148 LG Vl1162 LG V11149 XL Vl1163 XL Vll160 2X V11164

$1895 This 100 cotton golf shirt sports the VAA logo on the sleeve SM VI0134 LG VI0136 MD VI0135 XL VI0137

Denim Golf Shirt This short sleeve shirt is a classic for warm weather MD V11135 XL V11137 LG Vll136 2X Vlll38

Mens Burgundy Golf Shirt $1895 This golf shirt is 100 cotton with tone

This comfortable golf shirt is 100 cotshy on tone VAA logo on chest It sports a This plush jacket will show your USA ton machine washable Tone on tone three color collar and VAA pride Made of 100 acrylic VAA logo on front MD VI0151 $3495 2X VUl34 $3695 it washes easily SM VI0130 LG VI0132 LG VI0153 MD V00913 XL V00917 MD VI0131 XL VI0133 XL VU133 LG V00916 2X V00929

30 MARCH 2003

VAA Logo Decal

(Tie tack style pin)

This cast metal pin is about 3 wide A great way to show your VAP pride

V40242 ~

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

MAIL ORDER VINTAGE MERCHANDISE PO BOX 3086

OSHKOSH WI 54903-3086

ORDER ONLINE

httpshopeaaorg

Travel Mug VOO342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders

FJagJacket This jacket is a winner 0 better way to show your American de MD VOO877 XL V00879 LG VOO878 2X VOO88O

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

~ -shy

Mini FanIFlashlight SALE $495 This clever gadget features both a fan and a flashlight Batteries included Small VAA Logo Pin VOO258 $399

This small metal pin can be displayed on your clothes then easily removed BlueGold Marbled Mug V40240 $595

Enjoy your morning coffee with this marbled coffee mug

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

VINTAGE AIRPLANE 31

3-D VAA Patch

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

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 Vlll68 LG Vlll71 MD Vl1169 XL Vll172 Mens Navy Micro Fiber Jacket MD Vl0005 LG VI0006 XL VI0007 $7195 2X VI0009 $7295 This classy navy jacket is soft to the touch water repellent and light weight with inside zippered pocket Machine wash gentle cycle

3 2 MARCH 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 54903middot3086

YISITLANOROYERCOM OR CAlli 800-FINE4WO Tread lightly Oe r~pobly oHroan D1003ld Rom North Amen IfI~ 2U03 OlSfovOr MSRP 13l93~ TaXs tie ana reglSlIO fees exira As hoWil 2003 Discomy Sf model MSRP SJa995 See ~OUf retailer for price and detals on iimitet -erm 5che[iUled m3111ten3illf

THE NEW DISCOVERY

368 IMPROVEMENTS 196949970 SQUARE MILES TO TEST THEM ON

The 2003 Land Rover Discovery Nicely equipped from $34995

Whether you count the improvements in Kwangali or English the result is the same The 2003 Discovery is a whole new way to see the world A more powerful 46L VB engine All-new front-end styling A more refined suspension system All-new interior color themesAnd available satellite navigation and DVD video systems are just a few of the redefined appointments Plus with the capability to reach the four corners of the earth you ll appreciate the rest of the improvements - not to mention complimentary scheduled maintenance - as well

The most well-traveled vehicles on earth

fAd~camp~ Vehicle Discount

VAA Logo Decal

(Tie tack style pin)

This cast metal pin is about 3 wide A great way to show your VAP pride

V40242 ~

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

MAIL ORDER VINTAGE MERCHANDISE PO BOX 3086

OSHKOSH WI 54903-3086

ORDER ONLINE

httpshopeaaorg

Travel Mug VOO342 $1295 Classic stainless steel mug with plastic handle and cap Standard base fits most car cup holders

FJagJacket This jacket is a winner 0 better way to show your American de MD VOO877 XL V00879 LG VOO878 2X VOO88O

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

~ -shy

Mini FanIFlashlight SALE $495 This clever gadget features both a fan and a flashlight Batteries included Small VAA Logo Pin VOO258 $399

This small metal pin can be displayed on your clothes then easily removed BlueGold Marbled Mug V40240 $595

Enjoy your morning coffee with this marbled coffee mug

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

VINTAGE AIRPLANE 31

3-D VAA Patch

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

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 Vlll68 LG Vlll71 MD Vl1169 XL Vll172 Mens Navy Micro Fiber Jacket MD Vl0005 LG VI0006 XL VI0007 $7195 2X VI0009 $7295 This classy navy jacket is soft to the touch water repellent and light weight with inside zippered pocket Machine wash gentle cycle

3 2 MARCH 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 54903middot3086

YISITLANOROYERCOM OR CAlli 800-FINE4WO Tread lightly Oe r~pobly oHroan D1003ld Rom North Amen IfI~ 2U03 OlSfovOr MSRP 13l93~ TaXs tie ana reglSlIO fees exira As hoWil 2003 Discomy Sf model MSRP SJa995 See ~OUf retailer for price and detals on iimitet -erm 5che[iUled m3111ten3illf

THE NEW DISCOVERY

368 IMPROVEMENTS 196949970 SQUARE MILES TO TEST THEM ON

The 2003 Land Rover Discovery Nicely equipped from $34995

Whether you count the improvements in Kwangali or English the result is the same The 2003 Discovery is a whole new way to see the world A more powerful 46L VB engine All-new front-end styling A more refined suspension system All-new interior color themesAnd available satellite navigation and DVD video systems are just a few of the redefined appointments Plus with the capability to reach the four corners of the earth you ll appreciate the rest of the improvements - not to mention complimentary scheduled maintenance - as well

The most well-traveled vehicles on earth

fAd~camp~ Vehicle Discount

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 Vlll68 LG Vlll71 MD Vl1169 XL Vll172 Mens Navy Micro Fiber Jacket MD Vl0005 LG VI0006 XL VI0007 $7195 2X VI0009 $7295 This classy navy jacket is soft to the touch water repellent and light weight with inside zippered pocket Machine wash gentle cycle

3 2 MARCH 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 54903middot3086

YISITLANOROYERCOM OR CAlli 800-FINE4WO Tread lightly Oe r~pobly oHroan D1003ld Rom North Amen IfI~ 2U03 OlSfovOr MSRP 13l93~ TaXs tie ana reglSlIO fees exira As hoWil 2003 Discomy Sf model MSRP SJa995 See ~OUf retailer for price and detals on iimitet -erm 5che[iUled m3111ten3illf

THE NEW DISCOVERY

368 IMPROVEMENTS 196949970 SQUARE MILES TO TEST THEM ON

The 2003 Land Rover Discovery Nicely equipped from $34995

Whether you count the improvements in Kwangali or English the result is the same The 2003 Discovery is a whole new way to see the world A more powerful 46L VB engine All-new front-end styling A more refined suspension system All-new interior color themesAnd available satellite navigation and DVD video systems are just a few of the redefined appointments Plus with the capability to reach the four corners of the earth you ll appreciate the rest of the improvements - not to mention complimentary scheduled maintenance - as well

The most well-traveled vehicles on earth

fAd~camp~ Vehicle Discount

YISITLANOROYERCOM OR CAlli 800-FINE4WO Tread lightly Oe r~pobly oHroan D1003ld Rom North Amen IfI~ 2U03 OlSfovOr MSRP 13l93~ TaXs tie ana reglSlIO fees exira As hoWil 2003 Discomy Sf model MSRP SJa995 See ~OUf retailer for price and detals on iimitet -erm 5che[iUled m3111ten3illf

THE NEW DISCOVERY

368 IMPROVEMENTS 196949970 SQUARE MILES TO TEST THEM ON

The 2003 Land Rover Discovery Nicely equipped from $34995

Whether you count the improvements in Kwangali or English the result is the same The 2003 Discovery is a whole new way to see the world A more powerful 46L VB engine All-new front-end styling A more refined suspension system All-new interior color themesAnd available satellite navigation and DVD video systems are just a few of the redefined appointments Plus with the capability to reach the four corners of the earth you ll appreciate the rest of the improvements - not to mention complimentary scheduled maintenance - as well

The most well-traveled vehicles on earth

fAd~camp~ Vehicle Discount