Vintage Airplane - Apr 2002

8/20/2019 Vintage Airplane - Apr 2002

1/36


2/36

VOL.

3

, No. 4

APRIL 2 2

STRAIGHT &

LEVELl

Butch

J

oyce

2

VAA NEWS/H.G. rau

tsc

hy

4

FRIENDS

OF

THE RED BARN

5

JACK AND THE AIRPORT KID/B

ru

ceMiller

6 MYSTERY

PLANE/H.G.

ra

u

tschy

7

MYSTERY PLANE EXTRA-ORENCO/Peter M

Bowers

10

PASS IT TO BUCK/Buck Hilbert

FROM THE

ARCHIVES/H.G.

ra

u

tschy .

Su

san Lwvey

12

A

YOUNG MAN

WITH

A

FAMOUS PAST/

Russell Davis

17

THE McDONALD'S MOONEY/Budd

Davisso

n

21 TYPE

CLUB

NOTES

23

NEW MEMBERS

24

CALENDAR

27

CLASSIFIED ADS

3

VAA

MERCHANDISE

WWW.VINTAGEAIRCRAFT.ORG

http:///reader/full/WWW.VINTAGEAIRCRAFT.ORGhttp:///reader/full/WWW.VINTAGEAIRCRAFT.ORG


3/36

STR IG

T c

BY

ESPIE BUTCH

JOYCE

PRESIDENT

VINTAGE

ASSOCIATION

eeping

track of time

When this

issue arrives

in your

mailbox,

the

Sun

n

Fun

EAA

Fly

In

at

Lakeland, Florida, will be in

full swing. After a

long winter

for

the

editorial

staff,

members,

and

me, this event

is

a wonderful place

to get renewed

and

come

out

smil

ing for the upcoming fly-in season.

It's a lot like

Sunday at the drag

strip

when

I was a teenager.

When

leaving

the

races,

we

all did

so

spinning our wheels

Over

the

past year

I feel

that

Vintage Airplane magazine has im

proved.

One

of

the

biggest factors

for

this improvement

is the addi

tion of well-respected writers such

as

Budd Davisson.

We

will

con-

tinue to

improve in

the

future for

your reading

pleasure

and

educa

tion. Any

comments,

suggestions,

information,

and

articles are more

than

welcome

at any

time. Send

them

directly

to your

editor, H.G.

Frautschy, at

EAA

headquarters.

One

important

factor

for

the

continued improvement

of

Vin-

tage Airplane

is an

increase

in the

number

of

VAA members.

You,

the

members,

can

help.

Ask

one

was a good time for

us

to visit with

each other.

On

Friday

evening

we

had

a

South Carolina

pig

pickin ,

and

after that

was

over

we all re

turned to the hotel. Paul was

traveling

alone

so he came over to

my room

to relax

and

talk.

One

of

my best friends,

a retired airline

captain, joined us.

During the conversations that

evening, I pOinted

out

to

my

friend

that Paul

has

always

kept great

records of his activity

each

day.

f

you go

to

Paul's

home

or shop, af

ter

you enter the door your first

order of

business is

to

sign

his

guest book.

The

conversation

moved

on

to the subject of

keep

ing flying

time

logged. Now I'll be

the first to admit that

I am

not

very good

at

logging my time, but

I

do try to keep some record.

My

airline pilot friend said

that he

had

quit

keeping a logbook

many

years

ago.

At

that

pOint, Paul

took

issue

with

my

friend's reasoning for

not

keeping an

accurate

logbook. f

you

have

an accident without

proof of experience, you

might

be

in

trouble.

You'd be

right

i f

you

ing

out

of

that

airplane in front of

all

those people. The claim was

turned in. Then

came the

letter

with the statement,

"Please pro

vide copies

of

the

last

four

pages

of

your pilot logbook,

a copy of

the page with last BFR and the

page

detailing compliance

with

any

required

checkout

for this air

craft." Oops

My friend was able to satisfy

the

insurance company,

but only be

cause of

the

airline records

and

his

training at SimCom. This story has

a

happy ending,

and

he

is

once

again flying the

T-6,

but

it

could

have ended with a big

hole in

his

checkbook i f

the

insurance

claim

was

denied

based on lack of proof

of experience.

In

the past insur-

ance

companies

were

not

as picky

regarding

paperwork because of

the number

of companies

and

rein

surance. This

is not

the

case today

Just a few

companies are

in the

aviation insurance business, and


4/36

E

5

COMPILED

BY

H.G.

FRAUTSCHY

FAA and EAANAA

Developing

Policy to Make Vintage Aircraft

Data More

Widely

Available

Vintage aircraft owners received

some

very

good

news

on

March 1.

The FAA established new legal guide

lines for

the

release of original

aircraft blueprints

and

supplemental

type certificates when ownership of

the design data cannot be substanti

ated . Under

the

guidelines , when

requested

by the public,

the

FAA

would conduct

an

exhaustive search

for

the

owner of vintage aircraft de

sign data.

I f

none

can

be found,

constructive public notice would

then

be given for 60 days in an ef

fort

to locate potential, unknown

owners. I f none come forward, the

design data would be released to

the

public. Requests for data would be

made to the FAA under a Freedom of

Information Act request.

The

FAA

routinely

receives

re

quests from

individuals

seeking

copies of antique aircraft blueprints,

which

i t cannot

release without per

mission from

the

owner of

the

type

certificate. When

an owner cannot

be found, plans cannot be released.

Constructive notice, after a Freedom

of

Information

Act (FOIA) request,

would provide a way for the FAA to

release

data i

it cannot find the

owner, and this is a real break-

through for those wishing

to

restore

and/or modify vintage aircraft.

what

had

previously been unneces

sarily protected as proprietary data."

Data belonging to companies that

are still

in

business or who wish to

protect their data

for

other

reasons

will

not

have their design data re

leased under the

new

FAA

policy.

FAA

legal

counsel

has agreed

that

posting

a public notice for 60 days

would

serve as constructive notice

to anyone

with

an

interest

in the

data, and if we receive

no

response,

we can release

the

prints to the re

questers." Notice would be posted in

various publications, such as Vintage

Airplane

magazine. The

change

in

the

FAA guidelines was hastened by

assistance provided by

the

Vintage

Aircraft Association. Last year, we

printed a

request

from FAA seeking

information

on

the

owner of spe

cific vintage airplane data .

That

plea

brought responses that allowed

the

proper permission to

be

obtained

and

the data

released in

time

to as

sist owners of that aircraft.

This policy has been coordinated

among all

of

the

FAA

Regional

Counsels and

the

Office of

the

Sec

retary of Transportation; however,

specific procedures for

conducting

an ownership

search

and

serving

constructive notice have not been

established as a

matter

of

national

policy yet. The Freedom of Informa

tion Act Office is currently working

with EAA

and

the FAA Aircraft Certi

FRONT COVER The

Mooney M20 is

one of the many four-place airplanes

that fit

in

the

VAA s Contemporary

judging category. This sharp looking

example is owned

and

flown

by Mon-

roe and Nancy McDonald of Dallas,

Texas .

EAA

photo

by

Jim Koepnick,

shot with a Canon EOSln equipped

with

an

80-200

mm

lens

on

100 ASA

Fuji

slide film. EM Cessna 210 photo

plane flown by Bruce Moore.

BACK COVER

The

International Sport

Aviation Museum (ISAM) located

on

the grounds of Sun

n

Fun, features a

number

of

well

known and

interesting

aircraft including one of Steve

Wittman s most famous racers, Chief

Oshkosh. The recent restoration

which was

started by

Ed Saureman

and completed by Joe Araldi, shows

the airplane as

it

existed in 1937

1938

. It s included in the

Golden Age

of

Air Racing exhibit

in

the museum.

For more information contact

the

ISAM

at 863/644-2431 or visit them

on the web

at:

www.sun n fun .

com.

cess ADs on the

FAA website at

http://av info·faa.gov/ad/AD.htm.

Foreign

Fliers

Advised

to

Plan

EAA AirVenture Flights Early

One

of

the many NOTAMS

0/3356)

issued

by

the

FAA since

September 11 still restricts foreign

registered

general

aviation aircraft

http:///reader/full/www.sun-n-fun.comhttp:///reader/full/www.sun-n-fun.comhttp:///reader/full/www.sun-n-fun.comhttp://xn--av-infoa-721u.gov/ad/AD.htmhttp://xn--av-infoa-721u.gov/ad/AD.htmhttp://xn--av-infoa-721u.gov/ad/AD.htmhttp:///reader/full/www.sun-n-fun.comhttp://xn--av-infoa-721u.gov/ad/AD.htm


5/36

We

appreciate the

feedback

we ve

re-

ceived regarding the

Sport

Pilot

Newsletter

you

received, courtesy of

EAA,

in last

month s

Vintage Airplane.

We antici-

pated there would be a

need

for a second

newsle

tter

detailing

the

comments that

EAA s

staff

has compiled, but, happily,

the list of comments

is

short, so the

deci-

sion

was

made

to hold offon producing

an

entire newsletter

to

cover

those

com-

ments. Here

are

the

points

EAA and VAA

will

comment

upon in the

NPRM.

E valuates Sport Pilot NPRM

EAA s Government Relations De-

partment has been scrutinizing every

word of the sport pilot notice of pro

posed rulemaking

(NPRM)

since the

FAA

published it in the

Fe

deral

Register

on February S. Nearly finished with

their work, department staffers call

this groundbreaking proposal one of

the best-written and well-thought-out

NPRMs

in recent memory.

EAA finds the NPRM generally ac-

ceptable and commends FAA for the

quality of this comprehensive set of

rules,

but

it believes a few

minor

changes would make the rule more ef-

fective,

reasonable, and

usable.

Although EAA will

comment on

these items and make suggestions for

improvements in its official com

ments,

it will

address the major topics

here for the benefit of all those inter

ested in the sport pilot proposal. These

topics are the requirements

for

make

and model endorsements, the light

sport aircraft maximum gross weight,

and training requirements

for

a pow-

ered parachute sport pilot certificate.

fixed-wing aircraft, which can have

varied handling characteristics.

The FAA has already acknowledged

that it needs to consider alternatives

to the make-and-model requirements

and has asked EAA and others to work

closely with the

FAA

in developing an

alternative.

EAA supports a revised maximum

gross weight in

the definition

of a

light-sport aircraft (LSA). Many produc

tion aircraft meet all the LSA

performance requirements

(stall

speed,

top speed, and others) except for the

weight limit because they wear older,

heavier engines instead of today s

lighter weight powerplants. Increasing

the

LS

weight limit slightly would

al-

low sport pilots

to

fly sever l additional

vintage aircraft models .

The NPRM calls for 20 hours of

flight

experience

for a

sport pilot

powered parachute endorsement,

and EAA

believes this

is

more

than

needed to provide an

appropriate

level of safety. A previous FAA pro

posal to add a powered

parachute

rating to the recreational pilot certifi

cate called for

only

10 hours . EAA

will suggest

that

the

FAA

reduce the

sport pilot requirement to this figure

and add requirements for a specific

number of flights, similar to those

re-

quired for a glider rating.

One of the NPRM s most promis

ing parts

is

the development and use

of industry-based consensus specifi

cations to govern th e design,

manufacture, test, and maintenance

of factory-built

LSAs

. Many of

EAA s

concerns about the implementation

~ E R O M I L

The subject I m going to write about

should

be

extremely important to all of

us

as our fleet of Antique and Classic and now

Contemporary aircraft

are

getting

up in age

along with the owners

and

maintainers.

We have all struggled in the past in the

attempt to gather the necessary technical

information to restore or refurbish our new·

found treasure. Now is the time to remedy

that situation. With all the technical capabil·

ity we have today, such as computers,

digital scanners, and the Internet, it would

be an

absolute shame not

to

compile all

the necessary data that can be preserved

for generations to come.

John Berendt (Fairchild Club president)

and I recognized the need to

start

a Docu

mentation Preservation Program that will

ensure all the data that has been collected

by

our club members is available to future

members. A few

phone calls, some e-mails,

and a posting in the Fairchild Flyer opened

the floodgates of data collecti

on.

At the present time we have collected

more

than

1,000

megabytes

of data.

(Presently, a stack of data stands 2 feet

tall and is growing fast.) The first Fairchild

CD-ROM

has been delivered to club mem

bers

, and the response has been

wonderful.

If

a club member living on the

other side of the world needs a

specif

ic

airframe drawing or technical tip,

he

can

either purchase a

CD-ROM

or if

he

needs

it right

away

the specific drawing can be

sent via e-mail and

it will be there in two

minutes via the Internet. The first CD in

cluded data ranging from technical tips ,

engineering drawings, history, magazine

articles,

and

photographs.

The l ist is

quite extensive.

Due

to the fantastic response and the

snowball

effect of

so much data coming

into our club,

we

are now creating a nine

volume set that will provide support for the

KR biplane up through the PT series. All

structural, engine, and propeller mainte

nance manuals will be included, along with

an extensive amount of other technical


6/36

VAA's Friends of

The

Red

Barn"

VAA

2002

Convention

Fund Raising Program

The Vintage Aircraft Association is a major participant

in th

e

World's

Largest

Annual

Sport

Aviation Event

EAA AirVenture Oshkosh! The Vintage Division hosts

and

parks over 2,000

vintage airplanes each

year from

the Red Barn area of Wittman Field south to the perime

ter of

the

airport.

The financial support for

the

various activities in con

nection with the

week-long

event in the

Red Barn area

has be

en

principally derived from

the

Vintage Aircraft

Association's general

income

fund.

The

Vintage Board

has elected to more properly underwrite

the

annual Vin

tage Red Barn area

Convention

activities from a yearly

special convention

support

fund.

For

th

e July 2002 Convention,

the

Vintage Aircraft As

sociation is establishing the ((Friends of the VAA Red

Barn" program

to

financially

support the

Vintage Aircraft

Division's activities during AirVenture Oshkosh.

This fundraising program will be

an annua

l affair, be

ginning

e

ach

year

on

July 1

and ending June

30

of the

following year. However, for

the

July 2002

Convent

ion ,

the

initial fund raising

program

will

run

from Apri l 15,

2002,

and extend

through

June

30, 2002. There will be

three levels of gifts

and

gift recognition:

Level

-

$600

.

00

and

above per year gift

-

Vintage

Gold

Lev

el Friend

Level -

$300.00 per year gift - Vintage Silver Level

Friend

Level

-

$100.00 per year gift - Vintage Bronze Level

Friend

Each

contribution at one of

these levels

entit

les you

to a Certificate of

Appreciation

from the Division.

Your

name

will be listed as a

contributor

in

intage

r-

plane

magaZine,

and

you will be presented with a

special

name badge recognizing your level of participation. Dur

ing

AirVent

ur

e,

you'

ll

have

access to the Red Barn

Volunteer Center

,

and we '

ll

host you on

a

special

t ram tour of the VAA convention grounds.

Gold

Level

contrib

ut ors will also receive a

pair

of

certificates eac h good for a fl ight on EAA's

Ford

Tri

motor

,

redeemable

during AirVent

ur

e

or during the

summer

flying season

at

the EAA AirVenture Museum's

Pioneer Airport. Silver level contributors will receive

one

certificate for a flight on the Ford Trimotor.

This is a ((first ever"

opportunity

for all Vintage mem

bers

to join together

as a special circle

of

key

financial

supporters of

the

Vin tage Division. It will be a truly re

ward

in

g

exper

i

ence

for

each of

us as

individuals to

be

part

of

supporting the

finest ga

th

ering

of

Antique, Clas

sic a

nd

Contemporary

airplanes

in the

world.

Please watch the mail for a special letter from the pres

ident of

VAA, Butch Joyce,

ou tlinin

g

the

special benefits

of becoming a ((Friend of the Red Barn."

Won't

you please join

those

of us

who

recognize

the

tremendous ly valuable key role the Vintage Aircraft Asso

ciation has played in preserving

the

great grass roots

and

general aviation airplanes

of the

last 99 years? Your par

ticipation in

this special circle

of

EAA's Vintage Aircraft

Assoc

iation

Friends

of the VAA

Red Barn group will help

insure the very finest in AirVenture Oshkosh Vintage Red

Barn Programs.

Fo r

those

of you

who

wish to contribute

right

away,

we've included a copy of the Contribution form.

Feel

free to

copy it and mail it to VAA headquarters with your donation.

6 ' -

Friends

of the VAA Red Barn

____________________________ __

__________

__

_ EAA#_______________VAA# _______________

N

am

e

Addr

ess

____________________________________________________________________ ____________________

C

ity

/

State/Zip


7/36

Jack and the Airport Kid

Boyhood heroes are always heroes

BRUCE

L

MILLER

There were many

heroes

in early avia

tion during the

'20s and '30s in this

country...many of

them,

if not

most

of

them

,

unheralded.

They were

products

, of

ten,

of

World War

I,

and they barnstormed

and flew

the

early airmail. They were

the

early FBOs;

they

managed

the

early grass

strips

and

airfields. Plus,

they

gave

flying

lessons

and tried to

sell

airplanes to who

ever

could

afford

them

.

Such

a man was Jack

Jaehnnecke

. Jack

was

the

first

proprietor, in

1929,

of

Air

Ac

tivities Inc.

Airport

, now known as DuPage

County Regional Field . Jack did

the

flying,

gave

the

lessons, and

sold the

aircraft. His

wife,

Ethe

l,

a

West Chicago school teacher,

likely handled the

paperwork and

the busi

ness

end

of things.

Jack was

my

first

hero

,

and always will be. He gave me my

first

ride in an old Wright-powered Curtiss

Robin , in

about

1934 (I was 3

at the

time).

I

remember

three airplanes

at the field

about

then, maybe

four

...

the

Robin, a

Travel Air

Bipe,

an

Aeronca

C3 Flying

Bath

tub

, and

Leroy

Parks ' big,

black and orange

(

and very noisy)

Stearman

biplane

.

I

was an airport kid, always

driving

my

dad nuts begging him to take me to

the

air

port

to see

the planes.

He always

obliged.

The

Travel

Air became

a

Waco RNF (beauti

ful red

and

silver,

powered

by

a Warner

with

a

SensenichJ, and

it

was also very noisy

I

liked that. The Robin translated into an old

black

and

silver Stinson cabin plane ,

with

a

juicy smelling Wright up front. I had several

rides in that one .

No

kid

could

ever forget

the

gas and

oil smells emitted from those

graded a grass strip,

and

finished the old

original hangar

, completed in 1929. Then

came

the

stock

market crash,

and

any ex

pansion plans

were scrapped. But

the field

operated during the

'30s, as I

grew up, un

der the

management of Jaehnnecke.

Historical

records

of

the

field simply say

not much

happened at the

place from '

29

to '39, when George Ball

bought it. But

I

can tell you

, all

during the

'

30s

this little

kid

growing up visualized

and

fantasized

and

thrilled to all those

days

with frequent

visits and

occasional

rides.

And Jack

Jaehnnecke

was my hero.

Alas, World

War

II came

along

,

and

the

Navy

took control

of

the

field

and Howard

Aircraft-built trainers (

Fairchilds)

and

Howard DGAs

during the war

.

Jaehnnecke

left

to take over

a

nearby field in North

Au

rora, which he operated during the war

years . It was during

the

war that Jack

and

his

family moved right across

the

street

from

where my

family lived,

that was some

thing special

for

me

The

great

man

right

next door

It is next to impossible to dig up much

background on Jack's history. But

I

remem

ber

my uncle

telling

me years ago , Jack

had been an aircraft

mechanic

in

World

War

I He

must

have had a good

background

to

be selected by the

original

owners to

run

their

establishment

in

1929.

The

'30s

were quiet years

as

far

as

progress was concerned, but they were

the golden

years of rny growing up

at

Air

Activities

Airport.

The smell

of airplane

dope

,

engine oil

, and

gas..

.and

the

would very

much

appreCiate

their

contacting

me.

Lloyd Gould,

a nearby resi

dent

of

the

old

airport,

told

me

an

amaz

ing

story about

Jaehnnecke

.

Gould said,

"Jack bet he

could get the

old

Stear

man

off

the

ground while still in

the

hangar, and

all

bets

were on. He had the rear of the

plane tied to the back

of

the hangar and

said , 'When I

wave my

arm,

let

it loose. ' He

started the engine, and

the blast from

the

prop had

birds

and

nests flying

all

over.

Jaehnnecke signaled to be

free ;

the

plane

was

a

foot

off

the ground inside the

hangar

...

he then zoomed out the entrance

straight up into the

sky "

That

was in

the

1930s, and life

at the

old

field

will

never

be

the same

.

The ghosts

of

Jack

Jaehnnecke,

Johnny

Livingston

,

the


8/36

YSTERY

P L E

Y

H G

FRAUTS CHY

JANUARY'S MYSTERY

P L A N E

U

ing

a

draw ing

for th e

drawings are

often embellished

january

Mystery

Plane with

fanciful

additions. But we

is not

something we d

picked

up that

drawing from an

normally do, especially since advertisement in the 1921 edition

T H I S

M O N T H S M Y S T E R Y P L A N E C O M E S TO US

V I A

T H E

C O L L E C T I O N

O F

B R U C E

M I L L E R O F

H A R A H A N , L O U I S I A N A .

of the lying Guide and Log

Book

by Bruce Eytinge. Our

thanks again to

Don

Macor for do-

nating the book.

Wayne Muxlow,

Min-

neapolis Minnesota guessed

correctly t hat the january

Mystery Plane was the 1920

Orenco F Tourister.

Our t hanks to Don

Harris Cherry Hill New

jersey; john

Rosenberg,

Chanhassen,

Minnesota;

and

Harry Barker West Mil-

ford New jersey, for

their

answers.

Pete Bowers was kind enough to

send

us an entire

article

on the

Orenco and it starts on the next page.

SEND

YOUR

ANSWER

TO : EAA ,

VINTAGE AIRPLANE , P.O. Box

3086

,

OSHKOSH , WI 54903-3086. YOUR AN-


9/36

T

e Ordnance Engineering

Co.

(Orenco),

Baldwin,

Long Island,

is

one of

the

least-remembered American airplane

companies.

It was

formed during

World War I to develop airplanes for

the

U.S. Army. Its

various models

were identified sequentially by let

ter-A,

B

C

and so on.

Model D was a successful single

seat fighter

designed in

1918. The

Army liked it well enough to order

S

production models in 1919. How

prototype, Model E

Oren

co

tried

the civil market with Model

F

which

it advertised as a touring or

mail

plane.

This was a thoroughly con

ventional biplane of wood-and-wire

construction that was powered with

the

150

hp Wright

A engine. This

was the French Hispano-Suiza built

under license in the United States by

Wright.

It

was later widely known as

the Hisso. The engine was in a neatly

cowled nose fitted with a flat radia

tor that looked like a cross between

This view

of

the prototype Orenco F 4

Tourister emphasizes the neat nose

radiator and the short stacks

of

the

15 hp Wright-Hispano-Suiza or

Hisso engine.

ance advantage was far offset by its

new-airplane price compared to

cheap surplus. As a result, few Model

Fs were sold.

Orenco then developed

another

fighter model for the Army. It didn t

win a production order, so

the

com

pany

folded.

Only one Orenco airplane,

a

Model

F-4

is known to exist today.

This

is

the one formerly

owned by

movie

pilot Paul

Mantz

and his

successor

firm, Tallmantz. It was


10/36

Rounded rudder and curved fin of the F 4 prototype are emphasized he re.

Note the near-vertical tail skid. Lettering on the fin has the word Orenco

with Ordnance Engineering Co. in smaller letters beneath it.

An Orenco Tourister II was entered in

the 3-4 Place event of the National Air

Races at Mitchel Field Long Island in

October

925

.


11/36

A later Orenco

F-4

identif ied as t he Tourister

II

, seems to have

pl

ywood covering on t

he

fuselage back to the rear

cockpit.

An

auxiliary gas tank has been added to the upper wing, and the tail surfaces are notably different, includ-

ing balance areas on the elevators . The tail skid is

different

as are ru dder

contr

ol wires. Note the single

windshield for the front cockpit but two separate small ones for the rear cock pit.

I t

could

be

either the

prototype or a

very early

production model because

of details matching the

drawing in the January Vin-

tage Airplane, photos of

the

known

prototype,

and the

three-view

drawing

in the

1920 issue of Jane s

All the

Wor

ld s Aircraft.

Later ver

sions had notably different

tail surfaces

and

a different

(Left) This view

of

the Mantz Orenco F makes

it

possible to

trace the wires of the unique Orenco aileron control system.

Specifications

ca ll for

1-1/2

degrees

of

dihedra on the

Orenco

F

but Mantz rigged

this

one

flat

.

No

Vought

VE-7F

was ever marked this

way

but then, that's Hollywood

system, an arrangement

derside of the upper wings

that

seems

to

be

an

Orenco

and

center section to other

exclusive.

pu lleys, and so on.

The main aileron con

After Mantz s death in

trol wires extend from the

1966, most of

the

Tall

rear cockpit outward above

mantz fleet was acquired

the upper

surfaces

of the

by the Rosen-Novak Auto

lower wings directly to pul

mobile Co. and

auctioned

leys at

the bases of

the of f

. The Orenco then

outer-rear wing struts.

passed

through

several

From there

they

go to the

owners,

is

now

owned by

upper-wing ailerons

and

Kermit Weeks

Fantasy

of

attach at

the

front

of the

Flight in Florida, and is in

aileron struts.

need of restoration.

The

required balance

Specifications

for

the


12/36

IT

TO

K

BY E.E.

"BUCK"

HILBERT, EAA 21 VAA 5

P O

Box

424,

UNION

,

IL

60180

Which

welding

tell how to do

it.

I

for

one

, would enlist the aid of

a certificated welder i f I had a repair

or build project and wanted to have

it done with stick welding.

As to your wife's

opinion

about

the gas welding, I've found the stick

welding to

be

even dirtier and

stinkier

than

the gas and the spatter

can

be a hazard. It requires protec

tive clothing, and

the

bright arc

light

is

hard

on

our old eyes.

Over to you, f

: B t i . ~

Buck,

I recently saw a welding

demon

stration on

4130 aircraft tubing

using MIG welding

with

flux flux

core

wire, then

solid-wire

feed.

Both looked healthy, except

that

the sewed look

is

missing.

I well

recall back when the

CAA/FAA manuals maintained

gas-only

welding

for

airframes.

Then we found out the Stinson

108 series were stick welded,

and

then

sent

out

to be normalized.

My wife says

that

gas

welding

stinks, and it's dirty. I don t

have

220-volt service in

the

house for a

TIG

unit, but that

MIG

unit

for

110 volts looks good.

I'd appreciate your input.

Harold Scheck

Pinehurst, North Carolina

Hi Hal,

Great to hear from you.

On

your

welding

question, this bugs more

than

one person. The old gas weld

ing is still my favorite,

stinky or

not. That s what

I l

earned in

me

chanic s

school,

and

I still use it

when I can. I have one of those

TIG

buzz boxes, and if I can see what

I m

trying

to

do,

and

get

a

clear

shot

at it, it does a

credible

job.

However, I haven't tried to use it on

any airplane projects. I'm too much

of an amateur for that.

The new

Advisory

Circular

43.13-1B (the successor to

the

old

CAM-18)

beginning

in section Sec-

tion

4-74 (pages 4-53) gives

a

pretty good description of

the

whys and hows of welding. It does

not

specify

that

stick welding is or

is not approved, but

they

it does

Here s a trio

of shots of

ary

Karner

and

his

Aeronca

C-3

replica. What a great-looking homebuilt

That's me

in

the middle with Gary

on

the left and

master builder Mehlin Smith. Mehlin did the beauti

ful sheet metal work on the cowl of the "Aeroncopy."


13/36

RO

THE RCH

ES

OF

THE

E VI T I

ON FOUND TION

LIBR RY

BY H.G. FRAUTSCHY AND SUSAN LURVEY

PAA Sikorsky S 38

Skimming

the

water

on

its thun

derous takeoff run

is

this Sikorsky

S-38 Amphibion. In the horizontal

photograph you can see the twin

ramps of the

seaplane

base. Those

were the days

Monocoupe

110

Special

The 1930 National

Air Races should

have

been called

the

National

Monocoupe Races, ac

cording to aviation wag

Cy Caldwell. Mono

coupes

dominated the

races that year, winning

first place trophies in

the

5

events they were

entered. One of the

most famous of all the

racing

Monocoupe

110

Specials, NCS01W was


14/36


15/36

W

th

its bright yellow

paint job and unique

pseudo-Czechoslova

kian air force fuselage

logos and wing insignia,

Steve Hawley's

immaculate

Bucker

Jungmann attracts immediate at

tention. But a closer examination

of the aircraft and a few

questions

to

the

owner/restorer soon makes it

obvious to any hangar visitor that

there is a much

bigger story here

than

anything

as

superficial

as a

paint job.

THE

OLDER

M N

Steve Hawley EAA 23198) has

been a sport aviation pilot and a

recreational airplane builder and

restorer most of his life. Now

retired

and

living in Tucson,

Arizona, he was born and raised

in Hanford, in the San Joaquin

Valley in California, where his

father, Carl Hawley, ran a large

farming

operation.

Steve says

that

while his father

always

loved airplanes, he never

had

time to learn to fly. But instead,

as

soon

as

it became finanCially

feasible, he provided the oppor

tunity and encouragement

for

any of his seven children to take

lessons when they

were

old

enough to do so. Eventually

Steve, his older brother, and one

of his sisters took advantage of this.

His father made a swap

and

trade

barter deal with a friend to

exchange some plowing (at $10 an

acre) for one of 12 World War II sur

lap was an avid

horseshoe

pitcher,

and the

only cost

of

Steve's flight

training (other than the cost of fuel,

which he had to earn

on

his own)

was

that

Steve

had

to

be available

to

toss

horseshoes

anytime on de

mand (an

activity

Steve also

enjoyed).

t was

in this

Waco

that

Steve eventually did his first solo at

age 16,

with only

two hours and 45

minutes of official, logged train

ing

time

(but,

he also

had several

additional hours of un-logged, unof

ficial time in a borrowed Cessna 120

while waiting for the Waco to be as-

sembled and made airworthy).

His first homebuiIt was a Stits

Playboy that Steve began soon after

his graduation from high school. He

purchased the plans in 1958.

To cut

down on costs, the Playboy was con

structed

using parts

and

materials

salvaged from several crashed air

Playboy than he should have , he

also tried for about

three

years to

follow in his father's steps and get

into

big-time

farming. Steve

soon

found, however,

that

he

was

much

too

conservative

to

enjoy this capi

tal-intensive activity. He also admits

that

he plainly

and simply disliked

the continuous hard work that farm

ing

required. So, with a three-year

enlistment in the Navy following

the Korean

War,

and some years

after having completed high school,

he decided to go to Fresno State Col

lege and become an engineer.

Then ,

after

another five years,

and with all the necessary degrees

and certificates finally acquired, in


16/36

The cockpits. There was no worry that a student pilot

in

the front seat would

develop bad instrument fixation habits; front

seat

instruments are minimal.

Both cockpits have leather-covered crash pads,

reminiscent

as in

several

other ways) of the de Havilland Tiger Moth .

1966 he began a career as a heavy

construction manager. This career,

involving

administration of the

building of dams,

tunnels,

naviga

tion

locks, bridges,

and

highways

,

would

eventually extend

through

a

span of 25

years

and take him to

sites all over the United States.

The Stits Playboy was completed

in

1968, 10 years

after having

ob

tained the

plans,

while Steve was

working on a construction project in

Monterey, California,

at

a total cost,

including everything except labor, of

only $825. Steve still remembers with

pleasure

the excellent

and

depend

able

performance that the

Playboy

and its

ground-power unit engine

provided during more than 600

hours

and

eight years of use.

In 1972 Steve purchased the

plans

for a

Thorp

T-18. Work

on

this aircraft

began

soon afterward ,

and continued off and on

until

it

was first flown

in

1979. Construc

tion was complicated by the nature

of

his

career

and the nomad life

that was involved.

During

the

seven years

required to

build the

Thorp, he

moved

seven

times

in

four states,

and

on each occasion it

was

necessary

to

trailer

the Thorp,

and all his tools, to the new site

and then find a suitable place to

store

and

work on it.

The Playboy

was finally and re

luctantly) sold in 1976, and

the

payment

received representing a

considerable profit over

the

$825 it

had originally cost) was then used

to

obtain the engine for the Thorp T 18.


17/36

As

much as he had enjoyed the Play

boy, the Thorp T-18 was an excellent

replacement. Steve still owns it, and

has flown it now for

more

than

22

years and almost 1,200 hours.

With a full-time job, and with the

construction

of

the Thorp, it would

be reasonable to assume

that

Steve

would have had little time for

much

else. But as is

often

the case, busy,

active people somehow find time for

additional

jobs that

need doing.

While

the

Thorp

was

being

built,

Steve got

into

a

partnership

involv

ing

an Aeronca Chief

rebuilding

project, mostly because he

needed

something to fly after the Playboy

had been sold. And during this same

time period, he also managed to get

himself

certificated

as an airframe

and powerplant

(A&P)

mechanic,

and

eventually added an inspection

authorization

IA)

rating.

Following his retirement in 1990,

Steve

settled

in Tucson

and

ob

tained a

hangar

(first at what is

now called Marana NW Regional

and later at Ryan Field) to store his

Thorp and for space to work on

restoration projects. He completed

in sequence the restoration

of

two

J 3 Cubs, a Christen Eagle, a Spar

tan

Executive,

and a basket case

Piper Tri-Pacer that he converted to

a Pacer (PA-22/20). These projects

were either

done

for the owner for

payor

purchased by Steve and then

sold

when

completed. The profit

in

each case was then used to help pay

for the

next

project.

In 1987, a friend, Maury David

tached

he would eventually

be

come to this outstanding aircraft

with

an

unusual history.

The control mechanism for the solid

rubber tired tail wheel proved

to

be

one

of

the most complex systems

re-

stored

on

the

Jungmann

but

once

properly rigged it works like a charm.

THE YOUNG M N

The Jungmann design was devel

oped in

1934

by

the

Bucker

Flugzeugbau in Germany as a highly

stressed

and

extremely

clean

two

place biplane (designated as the Bu

l31).

The fuselage was

constructed

of

conventional steel tubing, while

the

wings

had

wooden built-up ribs

and

laminated

wooden spars. There

were ailerons

on both

wings, all four

panels of which were identical, with

constant

chord and rearward sweep.

An

overall

design philosophy was

maximum

strength/minimum

weight,

and no compromise on

quality,

apparently

with little con

sideration of

corresponding

costs,

and this can

be

seen

in

many ways

in Steve's

Jungmann. In part,

the

end result

of

such a design philoso

phy was an aircraft with

maximum

maneuverability that was capable of

Steve's Jungmann was originally

built in Czechoslovakia in 1946.

Sammy Mason, a famous early post

war aerobatic pilot, imported it into

the

United States

in

1962

and

regiS

tered it as N154S. t is said to be the

first Jungmann to be purchased

and

imported by an American. After fly

ing this aircraft for a

few

years in air

shows

and competition, Mason

then

sold i t to Shelby M. Kritser

(who was also

an

air show aerobatic

pilot)

who

re-registered it

as

N191X.

Kritser installed a 180-hp Lycoming

IO-360-BIB and a Hartzell constant

speed propeller. He

eventually

sold

the

Jungmann (in 1965) to William

Barber. Bill Barber was a popular air

show pilot in

the

Midwest during

the late 1960s through 1986.

Thus,

this Jungmann's

aerobatic

credentials are established by the

fact that

over

a period of

more

than 20

years following its arrival

in

the United States, this aircraft

had

been

passed sequentially

to

three well-known air show aerobatic

performers (Mason, Kritser, and Bar

ber)

prior

to its

purchase

by Maury

Davidson in 1987 who then brought

it to Tucson.

In restoring the Jungmann,

Maury

wanted inspections to be

done more easily, so Steve made the

metal fuselage skin removable from

behind the

rear

cockpit

forward to

the firewall (using Dzus fasteners

and No.8

screws

and

nut plates).

When it was stripped down to the

bones,

and

while carefully examin

ing every weld and every glue joint,


18/36

The

drag and anti

drag wires are

another

example. Steve has no

explanation

as

to why

this would

have

been

done,

but

rather

than

consisting of twisted- or

braided-strand

wires,

Steve claims that at least four billion Dzus fasteners were re-

these are the

same

quired to make the fuselage skin removable from the rear of the

streamlined tie rods that

rear cockpit forward to the firewall.

are used as

interplane

landing and flying "wires" to brace

the

wings. These very expensive (at

least today)

streamlined tie rods

would seem to have no practical ad

vantage inside a wing, but there

is

certainly no

question

about their

strength and light weight.

Another example of the no com

promise with quality" philosophy is

the

use of very expensive, double

row ball bearings in

each control

hinge,

giving unusually

smooth

controls but at significant cost.

Also,

one glance is enough to con

vince anyone

that the

designers of

the aircraft were uninterested in any

of

the

easier and less expensive ways

to deal with a steerable tail wheel.

Positioned well ahead of the rudder

hinge line (and looking a bit like the

non-retractable tail wheel on the Me

109),

the

cables,

their attachment

pOints, and the arrangement of

the

two cables from rudder bell crank to

tail wheel bell crank

is

exceedingly

complex. According to Steve, he

spent more time rebuilding and ad

justing this than any other one single

system on the airplane. But once in

stalled it does work well

ier ways of doing this.

Steve

eventually

re-covered

and

repainted the aircraft using the Poly

Fiber process.

The

paint scheme he

chose is unique.

He wanted a mili

tary look, but when he found

an

illustration

in color of

a

typical

Czech

Bli

133 trainer and saw that

these had been painted overall mud

brown" by apparently using a broom

as a brush,

he

quickly decided that

no way could he ever settle for that.

The next best possibility,

he

decided,

was to invent a

color

scheme

and

trim

system

that might

have

been

used

on

a Czech trainer even if it

hadn't. Yellow is bright and

pretty

and often used for trainers of about

the

same

vintage as the Jungmann

in the United States and England, so

this was selected as

the

overall color.

Both the national insignia

on

the

top of the top wing and

the

bottom

of

the bottom

wing, as well as

the

white

horse on a shield, squadron

emblems that were done

on the

fuse

lage sides, were some that Steve had

seen in

a

photo

of some Czech jet

fighters. The overall effect seems re

alistically military-and

certainly

a

175

mph

cruise, is

his

travel airplane, and he

thoroughly

enjoys

it.

And, while he's already

flown

the

Jungmann

(with a 90

mph

cruise)

on a couple

of long

cross-country

trips,

Steve mostly considers

the Blicker his fun

machine.

It

provides

him with lazy, relaxing local flights,

and the

pOSSibility

of some

occa

sional, very gentle "Sammy Mason

like" aerobatics when

the

mood hits

him. And just

as

important, with his

helmet on and his goggles in place,

this "aeronautical young

man -now

fully renovated and essentially a new

airplane

again-provides

Steve with

continuing memories of the best of

the many hours of challenging enjoy

ment that started years ago in the old

Stearman and

the

Waco UPF-7. The

result is far from a

fountain

of

youth," but for Steve it comes reason

ably close.

With his long string of completed

building,

rebuilding,

and restora

tions projects-culminating in the

Thorp and currently the

Jung

mann-Steve Hawley

represents

very clearly

what

the best of "home

building"

and

the EAA are all about.

BOUT THE UTHOR

Russell Davis (EAA 584519) is a

retired university ecology professor.

He

started with ultralights in his late

60s, soon switched to general avia

tion lessons , and passed his


19/36

The McDonald's

oon

B

U

D

AVIS

S

ON


20/36

Lycoming s ubiquitous 180-hp engine powers several great airplanes from this era, and the Mooney M20C will cruise

at

150 to 155

knots at 75-percent power.

thought

of

as classics. That makes

no sense. After all, it is a contempo

rary

of the square-tail Cessnas,

small-window Bonanzas,

and

short

wing, nose-dragging Pipers. We can't

think of a single reason more early

Mooneys aren' t restored, other

than

it's nearly impossible for the nonex

pert to tell a

'58

model from a

'68

model. It's hard to establish old

for

an

airplane

when

all the models

look

basically

the

same. And

then

there's the fact that the airplane is as

reliable as a claw hammer and so us

able that few have ever been allowed

to

drift

into

derelict condition.

Although it was hard to tell for sure,

Monroe

thought

it might just be the

diamond

in the rough he was look

ing

for.

Monroe

McDonald wasn't look

ing

for

a

Mooney,

per se , but he

knew he

had

to

have

something.

Airplanes had always been part

of

his life, but because of the pressures

associated

with starting his own

business,

he

had been without one

for

nearly

five years.

Considering

that one airplane

or another

had

lived with him for most of his life,

that was at least five years too long.

Born

and

raised

in

Dallas, Mon

Champ at a grass airport

and

while

still a student pilot, h e bought a

Warner-powered Fairchild 24.

In

those

days, it was just

another

old

airplane and

was

the cheapest I

could find.

It

cost me $1,100.

I flew the Fairchild for a while

but then

traded

it for an 85 hp

Swift. He grins as he says it.

At

the

time practically everyone said I was

nuts.

They

said a student couldn't

fly a

Swift.

Of

course, they

were

wrong,

and

I put more than 200

hours on it before being relocated to

Alaska, and I sold it.

A string of new assignments took


21/36

8

'

::;;

Monroe uses a

set of

control locks he made using brightly colored acrylic

plastic. A quick glance at the control surfaces shows they're in place

our E Chapter

and

realized this

was not

the

right airplane for me.

It

was a fun airplane, but

not

a travel

ing machine.

He scratched the homebuilt itch

by

buying

two

BD-4s.

One had

been

wrecked

but had

a

good en

gine, while the other was basically

sound but needed an engine. The

combination was

obvious.

How

ever, after putting more

than

300

hours on the BD-4, he decided to

go into business for himself. In

leaving

the

security

offered by

a

job with a big corporation,

he

found , as so many

entrepreneurs

do,

that

an airplane was a luxury

he

couldn t

afford at that

moment.

enormous amount

of

time

on

it.

That s

when

I

heard about

the

Mooney.

The Mooney was more than just a

Mooney.

I t had been part

of

the

flight training operation

run

by

the

legendary aviatrix Edna

Gardner

Whyte.

One of America 's aviation

pioneers, she

epitomized the

drive

and

guts it took to survive as a

woman

aviator in

the

'30s and '40s

perse

vered

clear

through the

'80s.

t

her death

in

the

early 1990s she

probably held the

record

for

the

most

number

of hours accrued by a

female pilot at 33,000 hours. On top

of that, she

had

participated in more

than 328 air races, winning many of

them. She was a legendary pilot,

but

even more

important,

she was a de

termined flight instructor and was

putting in three to five hours of dual

a day as late as her 86th birthday.

The Mooney was

one of

her instru

ment trainers at Aero Valley airport,

a field she founded

and

built

north

of Dallas.

When

Edna

passed

away,

the

owner

of

the airplane from whom

she

had

been leasing it just couldn't

bring himself to sell it. Even though

he

had lost his medical, rather than

sell the airplane, he pushed it back

in

the

hangar

and

left it. When

Monroe went to look at it, it looked

to

him to

be almost exactly what he

was

looking

for, as

long

as the air

frame itself was sound.

The

owner

was more cooperative

than

most in

that

he realized

he d

have to give a

purchaser a broad ability

to inspect


22/36

the airplane

in addition

to

an excellent price. In Mon

roe's case, this included

bringing

over

Roy Lee, a

Mooney-savvy aircraft

and

powerplant mechanic, and

having

him

remove

every

thing

that would unbolt so

they could see how the air

frame had survived over

the

years. Besides pulling off the

inspection panels, they re

moved

the interior

so

they

could closely inspect

the

steel cabin structure.

The

price

was attractive

but,

.. .if we had found any cor

rosion,

that would have

been a deal breaker, Mon

roe says.

liThe

Mooney

is

an

air

plane that requires whom

ever inspects it really

know

Mooneys, he says. 0ne

of

the

biggest problems is

that

the cabin section

tubing

and the

wing

attach

points

can

easily get rusty. I f the

windows

leak

at

all, mois

ture

runs

down inside the

fuselage

and

soaks

the

fiber

glass

insulation. Then the

moisture not only doesn't

want

to evaporate, but

it

is

held against

the

steel tub

ing. That's

why

we tore the

interior

all

the

way

down.

You just can't inspect it

any

other way.

The airplane was a later C

model, so

Monroe

didn't

Nancy and Monroe Mc onald

modern, he says.

]

fought

the urge to

build

a

wild

looking panel. Instead, I

decided] wanted it to look

as

stock

as

practical while

still making it a modern, us

able airplane. I don't need it

to

be

totally

IFR

because

,

among other things, I don 't

think

flying

IFR

is

very

much fun.

The airplane had a 50

foot paint

job,

but even from

that distance you could tell

the airplane hadn 't been pre

pared very well before being

painted. The finish was peel

ing, and I was almost

ashamed to be seen in it. On

top

of

that, we had a leaky

fuel

tank.

We

changed the

fuel cells, and then I took it

down

to Ada, Oklahoma,

and had it painted

in

Sher

win-Williams urethane .

Nancy and I

spent

a lot of

time

going back and

forth

with each other on the paint,

'

so

the

final

scheme

was a

0:

joint effort.

l 'm surprised to find

anyone notices our airplane.

I

didn

' t do

t

to

be

an air

show

airplane, but

just

needed something to

fly.

I

guess I'm like so

many oth

ers in

that

I

don't think

of a

Mooney as a

classic

air

,plane. I

just

see it as a

practical, cross-country

flier.

It cruises really easily at 150


23/36

LUB

NOTES

OIL BREATHER "FIXES" ON

CONTINENTAL ENGINES

From the November/December

2001 Issue of

ub

lu es the

newsletter of the Cub Club.

Nearly every owner

of

a Conti

nental-powered aircraft has

had

this problem and is looking for the

cure for

the

oil smears

and

streaks

on the landing gear and

belly

of

his or

her

airplane. The routing

and

exit of

the

oil

breather

line

cause most of

these

streaks and

smears. Even if

the

oil loss

is

small,

a tiny amount of oil makes a big

mess

on

the belly

when

combined

with airport dust

and

dirt.

Talk with a half-dozen A&P/IAs

and

you'll get a half-dozen differ

ent

recommendations for how

to

correct the problem. Continental

The

normal installation,

as

built

showing

how

the

breather fitting is pointed

ver-

tically

downward from the

crankcase.

1


24/36

fitting

and the new

tube.The

new

IA

insteadofbuyingitfromConti

tube s part number is 633250,but

nental because

the

priceseemsto

it isn t in the

parts catalog.

Have

beoutrageous.

In the

2000catalog

one made and sanctioned by

your

itwaslistedatnearly$240!

· 0

;0

•

. 0

o

.

,

.

. a

,

... 0

0

,..

.

~ ~ ~

..

.

o ..

o

0().J

The two sketches tell the story. The added tube is copper, brass, or steel

with the outside diameter machined to fit inside the bored-out portion

of

the

AN

842-10.

The

difference

in

outside diameter

of

the pipe and the inside di

ameter of

the fitting should match the process used

to

join them about

five-thousandths for brazing. Brazing is stated to be compatible with the other

materials of the engine.

On

the left, a stylized view of the oil droplets flung toward the opening of

the breather s AN fitting. Some of the droplets are captured in the fitting and

are blown out the breather and onto the belly.

On

the right, the extension is

shown and indicates how its opening is not subjected to the ingestion of the

droplets

of

oil.

Comparing the stock breather tube to

the modified

breather

tube

.

The modified

version

has an

approximate

2 3

j 4-inch

extension that

is

inserted into the

breather tube

cavity

on

the crankcase.

This view of

the

right half of the

crankcase

shows

the modified breather

fitting installed.

The

extended breather

tube is still recessed within the cavity

and

does

not interfere with any compo-

nent

engine

parts.

SERVICE BULLETINS OR

OLD PROBL

EMS REVISITED"

From the February 2, 2002,

newsletter of The

Swift

Museum

FoundationInc.

One of

the oldest and

biggest

problems that we

have

witnessed

in alongtimehasresurfaced.Con

tinental engines,

everything

from

torquehorizontal do clearthe cylin

derbaseflanges.

In 1993Continental issued

SIL

93-15,

which

suggestsyou take a

hammer

to

the

cotterkeystoham

mer the heads

down

to clear the

cylinder

base

flange.

Can you

imagine

what

the examiner would

parts of cotter

keys. As

I

stated

above,

just

the

slightest

resurfac

ing or reconditioning of crankcase

partingsurfacescanresultininsuf

ficient clearances

from

cylinder

base

flanges .

This

is not a new

problem, but

apparently an old

problemthat hasbeengettingby.


25/36

NEW MEMBERS

Jean Marc Metivier . . . . . . . . . . . . . Blainville, Canada

Daniel Jones . . . . . Lacombe, AB, Canada

Jill Oakes .

. Winnipeg, MB , Canada

Robert Campbell . . Bomanville, ON, Canada

Bruce MCIntyre . . . . . Campbellville, ON, Canada

Ronald

E.

Tripp.

. . . . . . . . . . . .

Peterborou

gh, ON, Canada

Richard Buchan . . . . London, England

Jean

Luc Kai ser. . . . . . . . . Mo

nt i

g

ny

Les-Metz, France

Koichi Takasaki . . . . C

hofu-

City Tokyo,

Japan

Daniel J. Shoop . . . . . . . Dhahran, Saudi Arabia

Tomas Martin Do

min

go . . . . . Madrid, Spain

Kurt Schumacher . .

Kloten , Switzerland

Matthias Sieber . . Nurensdorf, Switzerland

Hans Ulrich Binz .

Winkel, Switzerland

Heinz Witt . . . Winkel, Switzerland

H. Mark Smith . .

North

Pole, AK

Walter Yankauskas . . Anchorage,

AK

Millard

Smith

. . . . .

. Crawfordsville, AR

Nova Hall .

. . .

.

. . Phoenix, AZ

Sidney

E.

Mack. . . . . Phoenix,

AZ

David J. Staken . . . . . . . . Tempe,

AZ

Randy P Beloff . . . . Orange, CA

William B. Bingham . . Fountain Valley, CA

Steve Brown .

. . . . . . . Mentone, CA

Steve DaValle . . . . Stockton,

CA

Robert Kevin Eldridge .

.

.

Corona ,

CA

Bob Harris . . . . . .

La

Mesa,

CA

Donald Hilliker . . . . . Fairfield, CA

John

Kearns

. . Pioneer,

CA

Eric Koentges . . . . . . Santa Barbara, CA

R. W. Loveless . . . . . . Riverside, CA

Tom Praisler . . . . Co lumbia, CA

Rolly Pulaski .

. .

. . Laguna Bea ch, CA

Dr. Robert Rothgeb Lorna Linda,

CA

Gary S. Sewall .

. . . . Huntington Bea ch,

CA

Mike Sheehan . . . . . . Carlsbad, CA

Amos Wilnai. . . . . . . . . . . . Palo Alto,

CA

Regis

Donovan

. Denver,

CO

Robert E. Leyner . . . . . . Boulder, CO

Robert W. Proulx .

.

.

. Fort Co llins, CO

M. McDonald . . . . Stanford, CT

And rew C. Corsetti . . . Pembroke Pines, FL

Edward J. Fagan . . . . . .

. Pensaco la, FL

Roberto P. Garcia . . . . . . . . . Spring Hill, FL

Jam

es D. Holbrook . . . . Warsaw, IN

James Stutsman . . . . . . Goshen, IN

Bob Gandy . . . . . Olathe,

KS

Merlin

W

Oswald . . . . . Herington,

KS

Kenneth E. Stout . . . . . . . . Woodbine,

KS

Ro

dn

ey

A.

Hill . . . . . . .

Walton

,

KY

David Mueller .

. . . . . . . . . . . . Verona,

KY

Stuart

Philpott

.

.

.

. . . . . Louisvill

e, KY

James

E.

Masterson . . . . . . . . Natick, MA

Bobby M. Budde . . . . . Clear Lake, MN

Myro n W. Eckel Eagle Bend , MN

Donald J. Glewwe . . . . Scandia, MN

Bill Rhoades .

.

. Northfield, MN

Mike A. Russell. . . . . . . . Randolph, MN

Bernard]. Weiss . . . . . . . St. Paul, MN

David J. Albright. . . .

.

. Foristell, MO

Michael

A.

DaPrato .

.

.

St. Louis, MO

Ronald

E.

Wright .

. . .

St. Louis, MO

T. Douglas McCarlie . . . . . Summit, MS

Gil Long . . . . .

Ral

eigh, NC

Landon E. Mays . . . . . Reidsville, NC

A. C. McKinley . . . . .

Winston

Salem, NC

Jeff Clausen . . . . . . Lincoln, NE

Ri

ck Neilson Alma, NE

Ri

chard S. O'Kane . Ry

e,

NH

Robert Boyle . . . Newton, NJ

Charles J. Loshe . . . . . . . . . . Bridge

port

,

NJ

Steven McNeill . . . . Layton, NJ

Earle Moreland . . . Springfield, NJ

Victor G. Plumbo . : . . . Millville, NJ

Peter Thibodeau . . . . . . . Morristown , NJ

James Routt . . . . . . Albuquerque, NM

Sheldon Tieder . . . Rhinebeck, NY

Peter Torraca . . New York, NY

Rick A. Foster . . . . . Columbus, OH

Jame

s K. Grieser. . . . . . . . . . . Wauseon, OH

Sheila Walte

rs

. . . . . . . . Tallmadge, OH

Dave Neel . . . . . . . Grove,

OK

Ri

chard

B.

Jeffryes . . .

. . Creswell,

OR

Jame

s

R.

Herold . . . . . . . . West

Sunbury, PA

Robert

Hooker

. . . . . Myrtle Beach, SC

Timothy

Behlings . . . . . . Custer, SD

R. Joseph Fleeman . . . . . Lawrence, TN

Harold Jackson

. Memphis, TN


26/36

FLY-IN CALENDAR

The

following list

of

coming events is furnished to

our readers as

a

matter of information only and does not constitute approval, sponsor

ship, involvement,

contro

l or direction ofany event fly-in, seminars,

fly market, etc.) listed. Please send the information to EAA Att: Vin

tage

Airplane, P.O.

Box

3086, Oshkosh, WI 54903-3086. Information

should be received four months prior to the event date.

APRIL 2 Fort Pierce, FL-EAA Ch. 908 Pancake Breakfast, 7-11 a.m.,

EAA Hangar, St.

Lucie

International Airport. Info: 561-464-0538 or

561 -489-0420.

MAY 3-S-Bur/ington, NC-VAA Ch. 3 Spring

Fly-In

. Alamance County

Airport. Info: 910-947-1853 or

252-225-0713

MAY 3 S

Cleveland, OH-18th

Annual Symposium of the Society of

Air

Racing Historians. Sessions featuring talks by pilots,

crew mem

bers

and o

th

ers

at

the

Holiday

Inn-Airport.

Info:

Herman

Schaub,

440-234-2301

or

Don Berliner, 703

-

548-0405.

MAY

4--M

eridian

, MS-EAA

Ch

.

986 Fly-In.

Topton

Air

Estates.

Free BQ

dinner 10 a.m.-2 p.m. Info: 601-693-1858 or [email protected].

MAY

4 S Woodland, CA_8

th

Annual Great

Valley

Fly-In, Watts

Woodland Airport (041). Judging of antiques, classics, and home

builts. Pancake breakfasts,

food

vendors,

raffle

, Young Eagles pro

gram. Info: 530-662-9631 or www.woodlandaviation.com.

MAY

4 S Dayton, OH-Ch. 48

Annual Funday Sunday

Regional

Fly-In

at Moraine

AirPark

(1-73) . Camping,

awards

,

displays.

Inf

o: 937-859

8967

or www

.

MoraineAimark

.com.

MAY

4-S Hendersonvil/e, NC-12

th

Annual

"Old

Fashion"

Air Fair.

Western

North Carolina Air

Museum. Fly-ins welcome. Old

and

homebuilt airplanes, antique cars,

food

. Rides

in

antique and

new

aircraft. No admission charge. Info: 828-696-107l.

MAY

S Rock ord, IL-EAA Ch. 22 Fly-In/Drive-In Breakfast, Greater

Rfd. Airport, Courtesy

Aircraft

Hangar. Inf

o:

815-397-4995.

MAY

l l

oughkenamon, PA-EAA Chapter 240 Open House

Hangar/Clubhouse Dedication.

28

th

Annual Fly-In/Drive-In

season

at

New

Garden

Airport

(N57),

with

pancake

breakfast.

Young Eagles

flights. Admission

free.

Info:

215-761-3191.

MAY 16-18-Hayward, NV?38th Annual Hayward Proficiency

Air Race.

Prizes,

trophies,

awards

banquet.

Limited to 75

aircraft.

Entries close

April

IS.

Info: www.hwdairrace.org

or

in [email protected].

MAY

17 19

Colllmbia, CA-Gathering of

Luscombes 2002,

26

th

annual event. Aircraft judging, spot landing, flour bombing competi

tions, and more. Info: 559-888-2745; 619-482-8236, or www.lus

combe-cla.org.

EAA FLY·IN SCHEDULE 2 2

MAY IS-Fort

Pierce,

FL-EAA Ch. 908 Pancake Breakfast, 7-11 a.m.,

EAA

Hangar,

St. Lucie

International Airport. Info: 561 -464-0538.

MAY IS Cooperstown, NY-(K23)

Old

Airplane

Fly-In Breakfast

Sponsored by

EAA Ch

.

1070. 7:30

a.m.-Noon,

rain

or shine.

Adults

$4.00, Children under

12 $3.50.

Pilots of

1962

or older

aircraft eat

free! Info: 607-547-2526

.

MAY

18-19

Cha

ttanooga, TN-Airshow Chattanooga

2002 "Salute to

Veterans," Chattanooga Metropolitan

Airport.

In

addition,

will

host

aircraft from every era from WWI to those used in the wa r in

Afghanistan today. Proceeds benefit children at T.e. Thompson

Ch

ildren's HOsp. in Chatt.

Inf

o: 423-778-7373.

MAY 9 Niles MI-(3TR)

VAA

Ch. 35

Fly-In

Breakfast.

7-11

a.m. Info:

219-272-5858.

MAY

9

Troy

,

OH-VAA Chapter 36 1

st

Annual

Fly-In

Barbeque at

Waco Field. Info:

937-447·4145.

MAY

19 R

omeoville, IL E

AA

Ch.

15 Fly-In Breakfast

at

Lewis

Romeoville Airport (LOT). Info: 630-243-8213.

MAY

19-Warwick,

NY-EAA Ch.

501 Annual

Fly

-In

.

Warwick

Aerodrome

(N72)

. 10 a.m. -4 p.m. Registration for judging closes at

2pm. Info: 212/620-0398.

MAY 24 2S Atchison, KS-36

th

Annua l

Kansas

City Area

Fly-In

,

Amelia Earhart Memorial Airport

(K59). Info:

816-238-2161 or

816

363-6351, or

jsullel1S

@

kc.rr.com.

MAY 2S Zan

e

svill

e,

OH-EAA Ch.

425 F1y-In/Drive-ln Breakfast.

Riverside Airport.

8 a.m.

-2

p.m.

Breakfast all day,

lunch items 11

a.m.-2 p.m. Fly Market.

Info:

740

-4

54-0003.

MAY

26 Portage, W1-EAA

Ch.

371 Fly-In Breakfast.

7 a.m.-Noon.

Inf

o:

608-742-3300.

MAY 31 JUNE I-Bartlesville, OK-16

th

Annual Biplane

Expo

at Frank

Phillips

Field.

Forums, static displays, seminars, exhibits. All types of

aircraft and airplane

lovers

are invited. Biplane crews and NBA mem

bers admitted free. Info: Charlie 918·622-8400

MAY 31 Jllne 2 Columbia, CA-(022) Bellanca-Champion Club West

Coast Fly-In 2002 . Forums,

food,

fun, camping, hotels,

BBQ Fri.,

Steak

Dinner

Sat.

Advance

Registration

encouraged. Info: www.bellan

ca-championclub.com or

510-490-2865.

JUNE Alliance,

OH-Young

Eagles Old

Buzzards

Day. Barber

Airport (201) .

EAA

Ch.

82. 10

a.

m.-5

p.m.

Food fun. Pilots

and

aircraft needed.

Info:

330-823-1168 or

www·fbarber@

alliancelink.com.

JUNE 2 Cheboygan, MI-EAA Ch. 560 w/ Great

Lakes

Air, Annual

Fly/Drive-In - Steak Out. St. Ignace, MI Airport. Noon-4 p.m.

Info:

231-627-6409.

JUNE

2 De

Kalb

, 1L-38

th

Annual Ch.

24

1 Fly-In.

(DKB) Breakfast

7

a.m.-Noon.

Info:

847-888-2919.

JUNE 7·9-Reading, PA-Mid

Atlantic

Air

Museum

WWIl

Commemorative Weekend ,

Mid

Atlantic

Air

Museum.

Tickets at gate

$13

adults,

$5

children

age 6-12.

Special3-days

for $25. Info: 410

997-7404 or [email protected] or

IVww.maam.org/meriia.html.

JUNE

7-9-Gain

esville,

TX-Texas

Ch.

Antique

Airplane Association

hosting its 39

th

Annual Fly-In. Gainesville Municipal Airport (GLE)

Info: 817-429-5385; 817 -468-1571.

JUNE 13-16-St.

Louis,

MO-American Waco Club

Inc. Fly-In. Creve

Coeur Airport. Info:

Phil 616

-

624-6490

or Jerry 317 -535-8882.

JUNE IS

-Cooperstown, NY-(K23)

Old

Airplane

Fly-In Breakfast

Sponsored by

EAA

Ch.

1070. 7:30

a.m.-Noon,

rain

or shine. Adults

mailto:[email protected]:///reader/full/www.woodlandaviation.comhttp:///reader/full/www.woodlandaviation.comhttp:///reader/full/www.woodlandaviation.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.hwdairrace.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/combe-cla.orgmailto:[email protected]:[email protected]:[email protected]://www.bellan/http:///reader/full/ca-championclub.commailto:www%E7%A6%[email protected]:www%E7%A6%[email protected]:www%E7%A6%[email protected]:[email protected]:[email protected]:///reader/full/www.woodlandaviation.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.hwdairrace.orgmailto:[email protected]:///reader/full/combe-cla.orgmailto:[email protected]://www.bellan/http:///reader/full/ca-championclub.commailto:www%E7%A6%[email protected]:[email protected]


27/36

JUNE

27-

3 Mr. Vernon, OH-43rd

Annual

Nat'l Waco Club Reunion. Wynkoop Air

port. Info: 937-866-6692 or

[email protected].

JULY 4-Mansfield, OH-(MFD) Pancake

Breakfast Mansfield Aviation Club, 7-11

a.m. Info: 419-774-7575.

JULY 6

Rensselaer,

TN-EM Chapter 828 Fly

In

at Jasper County

Airport. Ham

bean

lunch.

Info: 219

-

866

-

5587.

JULY

5-

7 Alliance, OH-Taylorcraft Founda

tion, Taylorcraft Owner's Club

Fly-In

Reunion. Barber Airport (2Dl). Breakfast

Sat.

Sun.

by

EAA

Ch.

82.

Info 330 -

823

1168 or www.taylorcraft.org.

JULY

13 Toughkenamon, PA-EM

Chapter

240,

28th Annual

Fly-In/Drive-In Pancake

Breakfast

8:00

a.m. at New Garden Airport

(N57). Young Eagles' Rally. Admission free

.

Info:

215-761-3

191

JULY

13-Zanesv

ill

e

OH-EM

Ch.

425 Fly

In/Drive-In Br

eakfas

t.

PARR

Airport. 8 a.m.-2

p.m.

Breakfast all

day, lunch items 11 a.m.-2

p.m . Fly Market.

Info: 740-454-0003.

JULY 2O-Cooperstown, NY-(K23)

Old

Air

plane

Fly-In Breakfast

Sponsored by EM

Ch. 1070.

7:30am -Noon,

rain

or shine.

Adults

$4.00, Children under

12

$3.50.

Pi

lots of

1962

or

older aircraft eat

free!

Info:

607-547-2526.

JULY 20-

21

-Dayton,

OH-lst Eastern Region

Nat'l Aviation Heritage Invitational coincid

ing with 2002 Dayton Air Show.

Co-sponsored by

Rolls-Royce

North

America,

NASM, Nat'l

Aviation

Hall of Fame and

Reno

Air

Racing Assn. No

more than 50 aircraft

are selected for each Invitational. Applica

tions are due by June 15. For details on

eligibility and judging criteria, entry applica

tion,

etc.

contact Ann,

703

-621-2839.

AUGUST 4

Queen City,

MO-15th Annual

Waterm e

lon

Fly-In .

Applegate Airport.

Info:

660

-766-2644.

AUGUST

9 11

Alliance, OH-Ohio

Aeronca

Aviators

Fly-

In and

Breakfast. Alliance-Bar

ber Airport

(2Dl).

Info: 216

-

932-3475

or

[email protected] or www.oaafly-in.com.

AUGUST 100Toughk

e

namon, PA-EM Ch.

240, 28th Annual

Fly

-In/Drive-In Pancake

Breakfast.

8:00 a.m. New Garden Airport

(N57)

. Young Eagles'

Rally

.

Admission free.

Info: 215-761-3191

AUGUST 17

-Coop

erstown, NY-(K23) Old

Airplane Fly-In

Breakfast

Sponsored

by

EM

Ch.

1070. 7:30

a.m.-Noon,

ra

in or

shine.

Adults $4.00

, Children under

12

$3.50.

Pi

l

ots of 1962 or

older aircraft

ea

t

free! Info: 607-547-2526.

AUGUST

23-

25 Sussex,

N

-Sussex Airshow.

Top

performers. All types of aircraft on dis

play. Info 973-875-7337 or

www.sussexairportinc.com.

AUGUST 3

Zanesville , OH-EM

Ch.

425

Fly-ln!Drive-ln Breakfast. Riverside

Air

port. 8 a.m.-2 p.m.

Breakfast

all day,

lunch

items 11 a.m.-2

p.m

.

Fly Market.

Info:

740

454-0003.

SEPTEMBER

12-15

-Reno

NV-4th

Annual

Western Region Invitational. Co-sponsored

by Rolls-Royce North

America,

NASM, Nat'l

Aviation

Ha ll

of Fame and Reno

Air

Racing

Assn.

1 0 mor e than 50 ai

rcraft are

selected

Documents

Vintage Airplane - Apr 2002