Vintage Airplane - Oct 2001

8/12/2019 Vintage Airplane - Oct 2001

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2/36

VOL. 29 No 10

OCTOBER 2001

STRAIGHT AND LEVEllButch Joyce

2

VAA NEWS/ H.G. Frautschy

SPECIAL

MESSAGE FROM

TOM

POBEREZNY

5 MYSTERY

PLANE/H G

Frautschy

6

TRANSITION TRAINING/Bob Radner

8

FLYING THE CANUCK/AI tix

11

VAA

AIRVENTURE 2001

21

PASS IT TO BUCK/Buck Hilbert

25

NEW MEMBERS

26

CALENDAR

28

CLASSIFIEDS

30

VAA MERCHANDISE

WWW.VINTAGEAIRCRAFT.ORG

TOM

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


3/36

Y ESPIE BUTCH JOYCE

PRESIDENT

VINTAGE ASSOCIATION

T

here's so much to say, and so few ways to say

it.

The

events of September 11 will burn

in

our

hearts

for the rest of

our

lives, and they

will be

remembered by future

generations

in

the

same way Pearl Harbor, Gettysburg, and

the

Battle

of

Britain have

been

etched in the national conscious-

ness. The human

toll

is

unimaginable.

I've

worked

with high steel structures for

more

than

30 years,

and when

I saw the

first tower fall and

then

the other,

I knew all

too

well

how high

the

cost would

be.

My prayers and

thoughts go out

to

all

who have

suffered because

of

this evil deed,

and

I

know that in

the

long run

those who perpetrated this un-

conscionable act

will

not

profit

from it. The United States

and

its

great

citizens have

a big job to

complete, and

I

hope that

every-

one will stay the course.

Being

involved in the aviation

insurance business, my wife,

Norma, has heard a number

of

in-

teresting

stories

about

the

immediate grounding

of

our na -

tion's aircraft. Many of

our

members

were grounded

miles

. . . I

KNEW

ALL TOO

WELL HOW

HIGH

THE

COST

WOULD

BE.

away from home and had to leave their airplanes

right

where they parked. Overall, the

vast

majority

EAA President Tom

Poberezny's testi-

mony before the

aviation

subcom-

mittee highlighted

the

fact that even members of Congress are frus-

trated

by

the

apparent

lack

of communication

back

to them from the NSA

and

De-

partment of

Defense regarding

the

reasons for

the

continued shut-

down of VFR flight

in the

enhanced Class B airspace.

Over

the

years it has seemed to

me

that EAA has been so busy

working closely

with

the

FAA that

at times it didn't really toot its

own

horn about

those actions.

I'm here to tell you

that

EAA mem-

bers are very fortunate to

have

an

EAA

staff working as constructively

as it does with the FAA.

When

the

world of aviation came to a stand-

still, some of the first phone calls

made

in

the aftermath

were

be-

tween

EAA

and the

highest

levels

of the FAA, including repeated

conversations Tom Poberezny had

with

the administrator of

the

FAA,

Jane Garvey. Mrs. Garvey actively

sought EAA's input

on many of the issues at hand. We may not

have

al-


4/36

V

NEWS

COMPILED

BY

H.G.

FRAUTSCHY

FRONT COVER When have you

ever seen four Spartan Executives

together in the

air

at the same

time? From right to left, NC17665,

Tom Horne, Savannah, Georgia;

NC17616,

Ken

and

Lorraine Morris,

Poplar Grove, Illinois;

NC34SE,

Ben

Runyan, Vancouver, Washington;

and NC17667, Kent and Sandy

Blankenburg, Groveland, California.

EAA

photo by

LeeAnn

Abrams, shot

with a Canon EOSln equipped with

an

80-200 mm lens on 100 ASA Fuji

slide film.

EAA

Cessna

210

photo

plane flown

by

Bruce Moore.

BACK COVER Cliff Amrhein, Harri

son, Michigan, was

trained

as a

U.S. Navy photographer and a pro

fessional architectural

model

builder. While

in

the

Navy,

he would

travel

to

southern California

air

ports,

including

Los

Angeles

International, to photograph air

planes, something

he s

done

for

most of his life. In the mid-1950s,

the Lockheed Super Constellation

was the queen of commercial avia-

tion, and

it

was a frequent subject

for Cliff s camera.

Cliff s watercolor painting depicts

two Connies

on

the ramp at

LAX

and

is based on a photo he took on one

of his airport excursions.

painting

mu

HUGHES

H l

REPLICA NEARING FLIGHT

Designed by

Howard Hughes

and

Richard Palmer,

as well

as

a small team of engineers, and built

by

Glenn Odekirk and his team,

the

Hughes

H 1

racer was designed

and

built

to

be

the

fastest landplane

in the world. On September 13, 1935, Hughes achieved the design goal

by

flying

the

H-1

to

a

new world

speed

record of 352.322 mph. The

record was set over a specially instrumented course near Santa Ana, Cali

fornia.

Now, after more than 35,000 hours of work, a

team

of master crafts

men and

craftswomen headed up

by Jim Wright of

Cottage Grove,

Oregon, has nearly completed a full-scale, exact replica of the H-l. These

photos, taken

by EAA

Technical Counselor Keith James, show

what

an

amazing piece of craftsmanship the replica is. Noted metalworking and

woodworking people such

as

Jim Younkin, Steve and Liz Wolf, and Kent

White are just a few of

the many who

have been laboring

on

this amaz

ing

re-creation.

John

Newberry,

now

age 94, was a

young man

of

23

when

he worked

on the H 1

project

as one

of

the

design engineers. The

last surviving member of the design team, Newberry was present when

the

replica was rolled

out into the sun

for

the

first

time,

and he was

thrilled

to

see the airplane. Jim Wright, who heads up Wright Tools, is

planning on

having the airplane flown and revisiting

the

original speed


5/36

SEPTEMBER 1 1

The tragedy inflicted on the peo

ple of

the United States

and

its

resulting restrictions will continue

to affect most of us for some time

to come.

s

I write this, VFR flight

in enhanced Class B airspace is

still prohibited, and many, many

members are grounded, unable to

move their airplanes.

Countless

others had to leave their airplanes

at

an

airport

nowhere near

their

home base (a number

of

Stear

mans

heading

home

from

the

Stearman fly-in, for instance). They

can retrieve them

at

this time only

if they're outside of the restricted

airspace.

FBOs

and

other

related

businesses are suffering or simply

going

out

of

business.

The

effect

on businesses will ripple through

the industry long after the last

flight restriction is lifted.

One of the greatest benefits of

our close affiliation with E is

ac-

cess to their Government Programs

office. Here at

E

headquarters,

V

is working closely with

that

of

fice, obtaining

information

to

be

disseminated as soon as possible.

During the days following the at

tack, the F was changing

the

their e-mail addresses. The Internet

and e-mail proved

to

be invaluable

when

it

came to quickly getting in

formation into the hands of

members. Also, EAA's

e-Hotline

newsletter proved to be very help

ful to members at large. You can

sign

up to

receive

e-Hotline at

www.eaa.org.

Finally, I have

to

commend

the

E

headquarters

staff

members

who spent long hours after the

te r

rorist attacks answering members'

questions, fielding calls from gov

ernment

officials and

members

alike, and working hard to get the

word

out

as quickly as possible. A

special tip

of

the

cap to

the

web

development team,

Government

Programs office, and the clerical

staff.

It

continues to be a

chal

lenge to meet the everyday needs

of

E

and V

members

and to

deal

with the

effects on

our

seg

ment

of

general aviation, but

they're doing it.

Finally, a

heartfelt thank

you

to

our members. You've been pa

tient, respectful of the magnitude

of

this tragedy,

and

helpful, as

we've queried many

of

you on the

NEW

PRODU TS

NEW VINT GE TIRES

V IL BLE

Desser Tire

Company,

800/247

8473, has announced the production

of two new tires. The first is a smooth,

no-tread

800-by-4 tire intended for

use

on the

Piper Cub. Cub owners

have yearned for a replacement for

the fondly remembered soft Goodyear

tire, and Desser has accepted the chal

lenge. These are new tires, stripped of

the

ribbed tread, re-vulcanized,

and

then re-certificated.

Desser

also

will be making an

other tire

that

will appeal

to

those

who remember a tire produced in

the

1940s-the 500-by-5 4-, 6-,

or
http:///reader/full/www.eaa.orghttp:///reader/full/www.eaa.org


6/36

SP E CIAL

MESSAGE

T OM PO EREZNY

PRES IDENT

EAA

September II 2001

SEPTEM ER 11, 2001, HAS

become a date signifi

cant to world history.

Forevermore we will

remember

where we

were when we watched

commercial airliners

fly

into the World Trade Center, watched both World Trade

towers collapse,

watched smoke

billow from

the

Penta

gon-all in real time, right now, live on

TV.

No

one

ever envisioned tragedies of this magnitude, or

the impact they would have

on the

world, our economy,

and the lives

of

so many

of

us. I'd like to

turn

the clock

back to September 10 and start over. But nothing controls

time, so we must deal with the reality it measures

and

the

to gather important information to quantify the economic

impact

and

long-term damage caused by their grounding.

EAA s ultimate goal is to ensure that general aviation

does

not

have permanent restrictions placed

upon

it that

limit its ability to fly, grow, and continue to perform its crit

ical role in

the

infrastructure

that

makes America

and

th e

world work.

America has

been-and

will be-aviation's international

leader. Since

the

Wrights first flew at Kitty Hawk, it's taught

the

world to

fly.

And it still does. Flight schools today, the

core of

U.S.

general aviation, teach tomorrow's professional

pilots to

fly. If

today's students are grounded, so, too, will

be tomorrow's commercial aviation operations, because air

planes need pilots and skilled mechanics.

One of

EAA s

roles is to rebuild confidence in aviation .

ramifications of its events.

EAA and the aviation world in which

it

exists reacted quickly

when this

na

tional emergency grounded all airplanes.

As

airplanes

returned

to the

sky,

with

airliners leading the

way,

we quickly re

alized

that we

faced-and must deal

with-issues

never before addressed.

In this national emergency, control of

America's airspace shifted from the

FAA

and Department

of

Transportation to

the

National Security Council and De

partment of Defense.

FAA

and DOT

continued

to play

important

roles,

but

national security determined who re

We

will not

surrender

ll th t

vi tion

has

chieved

over th

e

l st

9

ye

ars

because o th

te

rrorist

ctions

o

few individu ls

turned to the

sky,

and when and how they would

fly.

People responded to

the

tragedies of

September

11

, met the challenges-and

rose

above

them

. Today,

EAA and

its

members will do

the

same.

We

will not

surrender all that aviation has achieved

over the last 97 years because of the ter

rorist actions of a

few

individuals.

For

almost five decades

EAA

has wel

comed all people to aviation

and

made

the dream of flight a reality. We are an

organization

of doers, people who ac

complish great things, from designing

and building airplanes and sharing in

formation to volunteering our time to

benefit the common good and reaching

out to the

future-our

children. This

is

the

spirit

of EAA,


7/36

T H I S M O N T H S M Y S T E R Y

PLANE IS A ONE OFF RACING

PLAN

E FROM TH E

C O L L E C -

TION OF PAUL STEPHENSON.

Pioneer-era aircraft often can be

baffling to

many

would-be mystery

plane researchers,

and the

July bi

plane with the extraordinarily

flexible wing panels was no excep

tion. e did have one response

guessing it was a Curtiss

product

,

but

it was definitely not the model

the respondent suggested.

Close

examination

of

the photo

shows

the airplane resting

on

a

sandy beach, and a few details of

the

airframe and powerplant installation

are evident. First, portions of

the

air

frame appear to

be

made of bamboo,

since

the nodules are visible. The

most interesting items

in the

photo

are the engine installations. The en

gines are mounted

horizontally

driving the huge props through gear

BY H G FR UTSCHY

SEND YOUR ANSWER

TO:

EAA VINTAGE AIRPLANE , P.O . Box 3086, OSHKOSH , WI

54903 3086.

YOUR ANSWER NEEDS TO BE IN NO LATER THAN NOVEMBER 10 FOR

INCLUSION

IN

THE

JANUARY ISSUE

OF VINTAGE AIRPLANE

You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL. SEND YOUR ANSWER

TO

VINTAGE@EAA ORG

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.

flight. e

hope someone

may be those of you who

have

a particular

able to add to our meager knowledge

interest

in that era. Feel

free

to
mailto:[email protected]:[email protected]


8/36

Transition Training

Movin'on up

BOB REDNER

Y

ou ve

been

flying your ba

sic seaplane or amphibian

for

a few

years

and

have

had experiences and trips

you

wouldn t trade for anything.

You 've mastered the Cub on floats

or

the

Lake Buccaneer

and

are think

ing about something

bigger, faster,

or different-a new challenge to

move to th e next level in th e won

derful world of water flying.

With

400 hours in a Republic

Seabee and 500 hours

in

a Lake

Renegade , I was ready to move up.

The

Seabee

is a great airplane for

learning

th

e ways of a taildragger

on

land and

how

to handle a flying

boat

on

the

water.

t

is a tough, for

giving airplane. t

is

probably not

the best

airplane

for a far-away ad

ve nture. The Lake Renegade is a

much

better

airplane

for long trips

to remote places. Like most

four

place airplanes, it

is

really

a two-place airplane when

loaded

with

full fuel, two

people, and gear for a fish

ing trip.

also for sale. As I drove up to look at

the Goose,

my first

thought was,

"How could I learn to fly something

this BIG? When I got home I called

Brian Van Wagnen in Jackson, Michi

gan, and asked, "If I ended up with a

Widgeon or Goose, would you

help

me

fly

it

home

and

teach me

how

to

fly it?" Brian said, "Sure, when do

we start " I worked out a deal on the

Goose, still amazed at how big it

was.

When

I really started inspect

ing

it I found I could

climb

all the

way back in the tail from the inside

I had transitioned from the

Seabee

to the

Lake after

an

hour

of

land

and water work.

t

seemed like

no

big deal,

and

in a lot of ways

the

Lake

was

easier than

the

Seabee .

Then my

insurance

company

said I

needed 10 hours

of

dual, by a quali

fied

Lake

instructor

,

before

my

insurance would take effect.

At first, I thought this was crazy. I

already had

400

hours flying boat

time, and the Lake seemed easy. The

insurance

company was

firm

on

their 10 -hour requirement , so I

signed up

with

factory Lake instruc

tor

Rich Eilinger. Boy, was I wrong. I

learned

more

about the

Lake

in

the

next

10

hours

than

I would

have

ever lea rned

on

my own.

Thos

e 10

hours with Rich and the five

hours

with

Lake instructor Paul Furnee

were invaluable. We pushed that air

plane to its limits in

the

air, on

th

e

land, and

on

the water. I

learned

where those limits

are and what

happens when it's pushed to its lim

its. I became a safe and competent

pilot

in

the Lake. It also made flying

it mor

e

enjoyable

b

eca use

I had

"been there,

done

that."

Wh en

my

insurance

company

said I would need 10 hours dual , 20

water

takeoffs and land

ings, and 10 land takeoffs

in

the

Goose, I

didn

' t

think it was enough . I

thought,

"

How

about 50


9/36

cussing

IFR

procedures into Racine.

A

front

was approaching Racine

from the west, so the weather was

going downhill

in

Racine. I

com

pleted

the

paperwork with

the

seller

and

gassed

up

the Goose. A

half

hour

later

we were

ready

to go.

Brian seemed too relaxed. After all,

here we were with a tired 1939

Goose that Brian

had

never seen be-

fore and

the

weather was

getting

worse. Brian looked over at

me in

and would allow me to get near the

limits before talking me back to nor-

mal

flight-all this while

going

to

different lakes

and

airports, to mix it

up a bit.

One

week later we

went

north to

Otsego Lake, Michigan, for

more

of

the

same

training for me

and

also

training

for Mark and Steve Taylor

in their award-winning

tur

bocharged

Widgeon. I rode

in

the

back

of

the Widgeon during Mark

ter crosswind takeoffs

and

landings,

water work

on

Lake st. Clair (with 2-

1/2-foot chop ), and lots

of

engine

failures on takeo ff.

Going

with Bob

was

good

because it gave me

an

other

opinion

on how to properly

fly a Goose. After 23 hours of dual,

probably

40 each

of land and

water

takeoffs and landings, I felt I could

manage the Goose.

How

would

I

have made

a safe

transition

without people like Brian

Le

t 's go."

Right there my

train-

ing started, with Brian

explaining everything

he was doing. It seemed

automatic

for him.

Halfway home we

stopped for

lunch.

Then

it

was

time for

some water work

on

Gull Lake . Brian flew

this Goose like he was

just in it yesterday.

Af-

ter we parked the Goose

Goose N327 cruises

n

the soft skies over Lower Michigan

. --------------------------- and

Bob?

Qualified

he right seat and said,

in its new

home

at Pon-

tiac airport, Brian

patted the

instrument

panel and

said, "Good job, Goose." Then he re-

minded

me that we are just

caretakers of these old airplanes and

it

is now my

responsibility to fly

and

maintain

Goose N327 carefully so

others will have

the

opportunity to

enjoy this airplane, too.

After two

months

of intense main-

tenance, inspection, and repair work,

N327 was ready to

fly

again. Day one

started

with

Brian at 9:00 a.m. and

and

Steve's

training,

and they rode

in the back of

the

Goose during my

training . I t was

very interesting

to

listen during their training and hear

some of the same lessons while see-

ing it from a different perspective.

After

the

weekend

at

Otsego

Lake,

courtesy of Mark and his wonderful

family, I felt I could someday master

this Goose.

Because of some

Goose

mainte

nance and

Brian s

schedule with

people are sometimes

hard to find for train

ing in these unique

aircraft we

fly. In most

cases, those who are

qualified

to

teach en

joy the opportunity so

much

that it s

fun for

everyone. I f you are

moving to a

different

airplane, search out the

most qualified instruc-

tor you can find. Spend

the time and money

on

the

best. It

is

a small

part of the

total

cost

of

ownership

and

will

probably

save

you money in

the

l

ong

run. Good

training

may save

you

much

more

than money someday. Is my transi-

tion training

done? No way,

but

it s a

good

start toward a healthy

relationship

with

Goose N327.

By the way,

the

following week-

end

my

wife and I flew to Mackinac

Island in

the

Goose, her first ride in

it and my first flight without an in-

structor. It was one of

the

best flying


10/36

Flying the Canuck

Jenny's Canadian cousin lives

n St

Louis

L STIX

HISTORIC

IRCR FT

RESTOR TION MUSEUM

PHOTOS Y

H.G.

FR

UTSC

HY

There are very few pilots who are interested in antique

and

classic aircraft who haven't

wanted

t fly

a Curtiss Jenny (or its Canadian counterpart, the Canuck). Finding one

t

fly is the first problem. Convincing the owner t let you fly his piece of treasure is another.

There are a few other little problems, like finding a suitable grass field, a light wind right

down the runway, and a place t put the aircraft down just in case -al l very real con-

siderations ifyou are talking about the real McCoy.

J

nnys (Canucks) have no brakes.

They have a metal plate

on the

bottom of the tail skid-which

precludes

any

sort of a hard surface

landing because of the lack of direc

tional control possible

once

the tail

is down. The Curtiss IN-4 series were

basically powered gliders: They flew

on

their wing, more than the power

generated by the engine. The rudder

is small, and the aircraft has very

marginal crosswind control. The

main difference between the Canuck

(made

under license by the Cana

dian Aeroplane Company) and

the

jenny was

the addition

on

the

Canuck

of

ailerons on

the

lower

wings. This also affected the wing

stagger.

The

tail

on the

jenny was,

however, somewhat taller

than

those

on

the

earlier Canucks. People that

in

that

context, the

advances

were

pretty amazing.

The heart of any aircraft is its

powerplant-and

reliability is the

key. Of course, reliability is a rela

tive term.

What

was

considered

satisfactory in 1916 would cer

tainly not

be

considered

so

now.

The Curtiss-manufactured OX-S

engine,

as

used

in

the jN-4 aircraft,

needed careful maintenance. t was

especially

vulnerable

to poor qual

ity

fuel

and oil. The

water pump

for its

liquid-cooled cylinders

was

prone

to

leaking-and, being situ

ated just above the carburetor,

could easily contaminate

the

fuel.

Having a single magneto was also a

weakness-and many an OX-S

en

gine was stilled by a broken spring

in the advance/retard section of

which these aircraft operate. But let's

start at the beginning of the flight.

Glenn

Peck, the resident guru of

the

Historic Aircraft Restoration

Museum,

is

responsible for the gen

eral

care and

feeding of

all its

aircraft. Preflight of the

Canuck

takes time. While still in

the

hangar, all fluid levels-water, oil,

and fuel-are

checked. (The oil

level is critical, so don't believe the

little pointer on the crankcase.)

Oddly enough, there

is

no water

temperature gauge on the instru

ment

panel-and a visual check of

the radiator contents should be

mandatory

f you

haven't flown

within a couple of days, you must

be careful to

check

for sediment in

the carburetor. There are four quick

drains that should

be

allowed to


11/36

Glenn

has

made

a

caisson, the OX

fires.

using two old

Jenny

wheels, so Music. Not the noise of an en

that the Canuck can

be

moved gine

firing.

Music-conducted

in and

out of the

hangar. Even ,

by

the

valve gear gently

but

pur

with this

device,

the

tail skid's (

posefully

tapping

to

its

own

tendency to

flop

from

side

to

rhythm.

All

the pushrods,

in

side makes

moving

the

airplane

their turn, rising and falling with

an interesting task. Its

44-foot

a simplicity that belies

the

tech

upper wingspan gets perilously

close to

the

Curtiss Robin

on

With

its

90-hp

urtiss

X

-5 engine swinging a

nology

necessary

to

have

come

even

this

far.

The

sight, the

one side

and

the Sopwith

Pup

huge oak prop some 8-1/ 2 feet in diameter the

sound,

the

ambience

is incredi

on the

other. But

once out the

door, the long walk

to

the grass

Canuck is

just

about to break ground after a short

ground run on the grass runway at Dauster field.

ble . A slight increase in

throttle

opening, and the

valve

gear's

strip

can

begin

in

earnest. There

always seems to be

plenty

of helpers

willing to push.

Reaching

the

run-up area,

the

tail

is

gently disengaged

from its car

riage and

lowered

to the

grass.

Because the engine

on

this Canuck

has

not been

"Millerized"

and

still

contains the stock valve gear, it

must

be

oiled in

the 24

places

provided

anything

adds to the wonder. The

seat

is

comfortable,

and

the

visibility

is

excellent over

the

sides of

the

fuse

lage. The

throttle

is

on the

right side

of

the cockpit,

meaning the

stick

is

held in the left hand . It's a strange

setup

for a

Stearman

pilot,

but oh

well Seat belt buckled. Nonsensitive

altimeter looks

about

right. Horizon

tempo moves from a slow dance

to a foxtrot-a still leisurely pace.

No use checking

the

mag:

the

en

gine's running. There's

no

carburetor

heat

either

Controls

free.

Water

temperature

is

okay

if

the engine

will pick up without

stumbling.

Chocks are still in, so the

throttle is

opened all

the

way. The airframe

strains,

eager

to get

into

the

air.


12/36

A

pass

down the runway shows

the

multitude of

struts

and wires

that

give

the

Canuck and Jenny

so much drag. Keeping the nose down while

glid-

As

this is

your

first fligh t, and

the airplane

is

doing exactly

the controls are responsive, and

you have no idea

what

indicated

what it

s

supposed to do. A little stall speed might be, you have a

forward stick to get

the

tail skid

tendency

to stay

a little

higher

out of the grass, and in no time,

on

final

than

necessary. But

the

we have reached flying speed.

Curtiss

is, if nothing

else,

What an incredible sensation. draggy.

As

you throttle back

to

Look

ahead,

and

your

eyes are idle it

is important to

keep

the

riveted

to

the valve

gear-click

nose

down

to retain energy.

You

ing and jumping in unison like a

ing is

imperative.

bunch of berserk grasshoppers.

Look

to

the

side,

and

see

the

wires-not

exactly vibrating, but

trembling with an almost tangi

ble eagerness. Testing the control

pressures

you

find

them to

be

light

but

sluggish,

but

more than

suited

to the

way you want

to

fly this machine. It's

not

in

any

hurry, so you

needn t

be either.

By the time you ve

reached

a

few

hundred

feet and are ready

for your

turn

to

crosswind,

you've begun to relax

and

enjoy

engine-powered Sopwith Pup.

Suddenly

it's

1916 and

your

A calm, clear morning is

just

the right

time

of

day to

fly

the Canuck and its hangar mate at the

Historic Aircraft Restoration Museum ,

the

rotary

the ride.

Sam Brown belt is cutting into

your shoulder;

the

spurs worn by di

rective seem somehow in the way of

the cables

running

back

from

the

rudder

bar. You've been

briefed

by

your

instructor,

and

now, after five

hours and

45 minutes

of

dual

in

struction, you're

on

your own.

Dream on, dummy. In reality,

you ve

got 5,000

hours in

God

knows

how

many different types, so

what's the big deal flying something

as

rudimentary as

a

World War

I

training plane? Well, I'll tell you

It's

utter

magic It's slow; freezing

roadblock. You pray

that

the

guy in

front doesn t jam

on

his brakes, be

cause even

at

your lethargic pace,

sudden stops are impossible. People

strain to pass you, i only to see

what strange

conveyance

you pos

sess. Unlike the

Jenny,

you are

competing in their environment,

the modern

road. It's their turf.

But in

the sky,

there

is no

set path,

no identifiable

landmark.

Every

cloud has its

own

special

shape and

look .

Each

landmark s visage

changes from that nonrepeatable

can tell

this

machine

is

no

floater. A glance

at

the airspeed

indicator shows

SO.

Then

you're

over

the

threshold, the wings in

ground effect.

You

can feel

th

e

mains

brush the

grass,

then the

tail

skid: you re

down

and

stopped in a

few

yards. She rolls

out straight

as

an

arrow. You

look

up to

see

the

rockers

doing

that

same little

dance

you

saw

just

a few

short minutes

ago.

And you smile.

A

burst of power

with hard

right

rudder

gets you out of

th

e

runway middle, and

then

you

tentatively try a

U-turn on th

e

expanse

of the

175-foot-wide

runway. It's amazing

how

easily

that

floppy tail skid

can

steer you around,

i f you re not in

a

hurry. Taxiing

is

surprisingly easy

on grass

and

im

possible

on

hard surfaces. Any back

pressure pushes

the

tail skid into

th

e

turf hard

enough to

make you

think

you have an anchor back there.

I

motion to

Phil: It s his turn.

REFLECTIONS

ND

FURTHER EXPERIENCES

The more

you fly

this

classic,

the

more fun it becomes. Perhaps be


13/36

Y6

i n t a f e

S) )yssey

By H G FRAUTSCHY

Above: Andrew King s reincarna

tion of the serial number 7

Ryan

M-1 was breathtaking, complete

with wrapped cable ends and

flare

tubes.

His five-year effort

was rewarded with a Champion

Golden

ge

(

1918 1927

) trophy


14/36

Sidney

Cotton s

civilian

spy plane

A

was

used

to

get

detailed

photo

graphs

of Nazi

installations

in

Europe

just

before the

start of

World War II

Now owned by Steve and Suzanne

Oliver, the light airliner has a fasci-

nating

history. See

more of the

airplane on their website at www p p-

siteamcom

A

The Contempor

ary

category has all

sorts

of

interesting airplanes to take

on cross-countries. The

Mooney

M20C, like this one owned and flown

by Monroe McDonald, is one of the

smaller

complex airplanes

that

are

beginning to

attract

the attention

of

vintage airplane restorers .

...( A sextet of these smiling faces keeps

th

exhaust

pipes plugged when

Jarad

Smith of Huntington

Beach,

California, parks his 1946

Globe

Swift on the flight line. Jarad s air-
http:///reader/full/siteam.comhttp:///reader/full/siteam.comhttp:///reader/full/siteam.comhttp:///reader/full/siteam.com


15/36

JIM KO

EP

NICK

One

of the most fascinating

displays at

the

Countdown

to

Kitty

Hawk Pavilion was the

collect

ion

of

original

Wright

produced

parts. Included

in

that display was this Wright

Vertical

Four

engine

serial

number 20. Originally installed

on a Wright Model B airplane,

the

engine had been in stor

age

for

85 years

until

Greg

were busy flight planning their trip home. They expected to fly around the top

of

International visitors abound

in

the VAA area,

and Marie Helene Dian and Enc Dussault flew

Eric s

Piper Tri-Pacer from the Canadian

province

of

Quebec. When we caught up with

them on the

last

day

of EAA

AirVenture, they

had the last airplane in our parking area and

Cone restored and ran

it last

Lake Michigan, island hopping after leaping

off

the tip

of

the Door County, Wis

year. Greg is seen here adjust

consin, peninsula.

ing the timing

of the single

magneto

as

the engine was

run

during

EAA

AirVenture

2001.

Learn more about

it

at

www wrightexperience com

y
http:///reader/full/www.wrightexperience.comhttp:///reader/full/www.wrightexperience.com


16/36

A

Peter McMillan headed up this project a few years ago , but this was the first time the Vickers Vimy was shown at

EAA AirVenture Oshkosh. Since first being constructed,

it

's been flown

on

a series

of

extraordinary cross-country

flights to Cape

Town

South Africa , and to Australia . Plans are now being made to

re

-c reate the epic transatlanti c

flight accomplished

by

Alcock and Brown

in 1919.

John Nielsen s Cessna

170

won

the Best

17 0

/

180

Classic trophy.

John's from Bloomer, Wisconsin,

and had helpful input from friends

who are classic auto restorers.

c

On

opening day which happened to

be Amelia

Earhart s

birthday,

the


17/36

Joe

Fleeman (right)

had

plenty toA

do on one of his latest projects,

a Piper

PA 5

Cub Coupe he re

stored for

Carl

Brasser

(

left .

Kneeling

in front

is Kirby Totte,

who was responsible for the en

gine overhaul. The

trio

was all

smiles

later

, as

the

PA-5

was

awarded

the

Grand Champion

Antique Gold

Lindy.

ne e m

the

VAA

area housed the metal

shaping workshop, where

members could try their hand at

moving metal in various ways and

watch

the

ex

perts

make

and re

pair

airframe components

such

as this spinner.

A

Darrell Collins of the National Park

Service is the historian

at

the

Wright Brothers National Historic

Memorial

in

Kill Devil Hills, North

Carolina. After the Countdown to

Kitty

Hawk

clock

was

started

,

v ryon

was invited into the

pavil-

ion

to listen to

a

dramatic

presentation

by

Darrell , the same

one

he presents

on

a regular basis

at the memorial s visitor center.


18/36

Either he s really early or

very late for the skiplane

season in

Wisconsin

but Herb Meloche

of

n-


19/36

AAll

the way

from Bleienbach

Switzerland with their Bellanca

Cruisair 14-13-3 Willi Bernhard

and

Elizabeth

Ruch spent

the

week camping and enjoying

their

visit to the United States . A fresh

engine overhaul gave them addi-

t ional confidence for their

transatlantic crossing.

Vintage airliners seem to evoke a

palpable nostalgic response from

many

who

flew them when all airlin-

ers

had propellers. Clay Lacy

decided to

reproduce

the color

scheme of United s ainliner O on-

nor for his

DC 3

restoration,

and

it

attracted both pilots and passen-

gers alike while it was parked

in

the

grass opposite the VAA Red Barn. y


20/36

The tops in the Classic cat

egory during EAA AirVenture

2001 was this spectacular

Grumman Mallard, restored

by

the

accomplished me

chanics

and

craftsmen

at

Victoria Air Maintenance

in

British Columbia, Canada.

The Mallard was found by

owner Steve Hamilton in a

corner of the famed Corro

sion Corner salvage yard in

Miami. Actively involved in

the planning and execution

of

the restoration , Hamilton

was

thrilled when he was

called up on stage for the

presentation of the

Grand

Champion Classic Gold

Lindy, and he

made

sure

the

crew on

hand

was

brought up

on

stage as well.

Denny and Barbara Beecher

of

Martinsburg, Pennsylvania, have been

flying their Piper PA-22-108 all over the United States. After its restora

tion

by

Dave Liebegott of Classic Magic Aviation , they found

an

even

deeper appreciation for the handy two-place Piper. The judges certainly

noticed

too for

they gave the Colt

the Reserve Grand

Champion Classic

Silver Lindy

H G

FRAUTSCHY PHOTOS


21/36

he

Grand

Champion Contemporary is this sparkling example

of a Beechcraft B35-833 Debonair, brought to the convention

by owner/pilot James

Lynch

of

Lawton

, Oklahoma.

A

Custom Stearmans

abound

these days Here's

David Bates'

Boeing

Stearman E75Nl. Dave 's

from Faribault, Minnesota, and he carted home

the

bronze Lindy for

the

Champion-Customized An

tique aircraft.

The Fairchild

FC-2W2 is one of

those airplanes

that

you have

to

see

to

appreciate

its

size.

HO Aircraft for Yellowstone Avia

tion's Historic Av iation Museum

recently completed this particu

lar restoration. It was flown by

the National Park Service early

in i ts

career.

Just

as the

restoration

was

completed, it

was learned

this

airplane was

the

first

one owned by the

Na

tional

Advisory Committee for

Aeronautics

NACA),

the prede

cessor

to today's NASA. NACA

had borrowed and leased vari

ous aircraft before buying the

Fairchild, but this was the first

one

with

NACA

l isted

as

the

owner. The restoration was

pre

sented with the Antique Silver

Age

(1928-1932) trophy.


22/36

Building

an

airplane

for

utility purposes

can

result

in an un-

usual fuselage , and

Jan Christie s Perci-

val

EP.9

certainly

fits that description.

he clamshell doors

open up

on

a cavern

for a

main

cabin


23/36

P SS IT TO

CK

BY

E.E. "BUCK"

HILBERT , EAA 2

1

VAA 5

P

.

Box

424,

UNION,

IL

60180

y

all-but-forgotten

past

E

er

find

yourself trans

ported

back in

time?

Doing something you

once

did before going

on

to bigger and sometimes not-so

much-better times?

Well, it happened to yours

truly.

A couple months

ago

Clay

Lacy, who

incidentally

is a

great

asset to E as well as all of avia

tion,

broached the idea

of

bringing

his DC-3

to

E

AirVen

ture

Oshkosh 2001. He

wanted to

show his "new" 1948 United Air

lines paint job in

honor of

our United

Airlines alma mater.

I

graduated

(read

retired) in 1984 af

ter

a

career

that

began with the DC

3

and ended with

the DC-8.

Clay

was

a

couple years

younger than I and

it with

that

paint job. This was the

last C-47/DC-3C built.

It

was deliv

ered

to the military

in October '45

and

became

surplus

in

November.

It became

the

state of Georgia's air

plane,

and Jimmy

Carter used

it

when he

was governor.

After Clay

acquired

N814CL he

embarked

on a

restoration project

that borders on the sublime-a

10-passenger executive interior

complete with

a galley

and

all

the

trimmings, plus two new

Pratt

&

Whitney

1830-94

engines-he had

land. He flew several more trips

with "old

timers"-retired United

captains

who had flown "threes"

and had

passed

the baton

to

Clay

when retirement

overtook

them.

Now back

to my

nostalgic

trip.

When

the trip did

materialize, I

called and

asked if I

could

ride

along. Clay

returned my

call, and

we made the arrangements. He

would

bring

the

Mainliner O Con-

nor

to

E

AirVenture

to

assist

the United

Airlines Historical

Foundation in

its

efforts to

"Pre

serve

the Past and

Inspire the Future."

This

foundation

is independent

of

the corporation. It is

trying

very

hard to

.

preserve the heritage

and

history

of the

airline.

Clay

appre

ciates

this heritage,

and thus he decided


24/36

LEE NN

BR MS

Clay Lacy Aviation s version

of

the 1948

Mainliner O Connor.

Patterson. Patterson so admired this wonder

ful

person

that he

named

his

personal

DC-3

after

her, and when

it

was phased out, the

Convair 440

that

replaced

i t was also

com

missioned as

the

Mainliner O Connor.

But back to

our

trip. I left Oshkosh on Sat

urday night and stayed with Jim Dier, a friend

of

the foundation,

and

the next morning

we

caught

a United

trip

out to Los Angeles. We

rode a bus to Van Nuys, where Clay Lacy Avi-

ation

is

based,

and

Monday

morning

we

departed special VFR for Wichita, Kansas.

Once

on

top of the

morning

fog laye

r

we

went

VFR direct to Lake Havasu at Laughlin,

Nevada,

and

then to Bullhead City, Arizona.

From there we flew at

minimum en

route alti


25/36

I

o

o

"

:

:E

The executive interior

of

Clay's airliner

isn t

exactly what it would have been

during its days on the line, but

you

can t beat it for comfort

Up

front, the cockpit fit

just

like a comfortab le pair

of

loafers.

No

super-duper

glass panels up here, just steam gauges and round flight instruments. Some

modern avionics are tucked in for navigating in the real world , but,

hey

that s

fine with me

I GOT

SEVEN-AND

-A-HALF HOURS OF

STICK TIME

OUT

OF

THE

1

HOURS

AND

USED

A LOT

OF

BODY

ENGLISH ON THE

THREE LANDINGS.

Des Moines, Iowa.

It was old home week there At

the

FBO, half

the

airport

people

came over to see the "United"

DC 3

and ask questions about UAL re

suming service.

We

RON-ed at

DSM

and the next morning

departed at

about 9:00 a.m. for Oshkosh, arriv

ing

as scheduled at 10:45 a.m.

on

Tuesday-opening day.

The

parking crew

put

us in

the

grass

right

in

front

of

the

Vintage

Red Barn

with

the other early

Air

mail airplanes, and I had to leave

them and get to work. I got seven

and-a-half hours

of stick

time

out of the 10 hours and used a lot


26/36

r

Michael Dale

Culpeper

V

Trained as

a

pilot

n RAF,

1953-1955

2000 hours in

multi-engine

and glider

aircraft

EAA Foundation

Director

U is

approved

To become

a

Mary and Michael Dole with

their N 435 WV Prov

os t Exp.

"I

use U

because they are competitive,

efficient and absolutely

the

nicest people!

They understand the unusual requirements

of

real aviation enthusiasts.

The

insurance

industry didn't even know what a

Pravost T

Mk

1 was, but

U

soon

educated them ."

AUA s xclusive E

Vintage

ircraft

Assoc

Insurance

Program

Lower liability and hull premiums

Medical payments included

Fleet discounts for multiple aircraft

carrying all risk coverages

No hand-propping exclusion


27/36

N E W

MEM ER

S

Ulrich

Feldmann

.

Attendorn,

Germany

David W. MacReady .

Oxfordshire,

Great

Britain

Ole

Mainda

l. . Erslev, Denmark

Ruy

Pavan Cardim

Sao Paulo, Brazil

james

P.

Morrissey . . . . .

Dublin, Ireland

Dean

Cumming

Viking, Alberta,

Canada

Herman Vanden Bosch McLeannan, Alberta, Canada

Rudy DiFrangia FPO, AE

Rick

Girouard

.

Anchorage,

AK

Bill Nelson . . . .

juneau, AK

Mark

D. Schledorn

. . . . Lincoln, AL

james

E.

Reynolds Scottsdale, AZ

Rod L

Wagoner Tucson,

AZ

john

B.

Adams .

La

Mesa,

CA

Donald A. Cooley

Fairfield,

CA

Robert

Dowlett Woodside, CA

Clifford

Hunter.

. . . . . . . Ridgecrest, CA

Dr. Stanford L johnson

Pollock Pines,

CA

james

B.

Matthews

.

Anaheim, CA

Timothy

McCluskey .

Berkeley,

CA

Charles F. McGraw .

Fremont,

CA

Joseph

M. Perez

Santa

Rosa,

CA

Gregory T.

Schuh

. .

Northridge, CA

Keith Zenobia Las Angeles,

CA

Burton E.

jacobs

Oxford,

CT

Richard C. Berstling Lake Placid, FL

Leslie C.

Conwell.

.

New Port

Richey,

FL

joseph

M.

Stanko

.

Santa

Rosa Beach,

FL

Pieter G. Stryker Fort Pierce,

FL

Henry

J. Tedesco .

. . .

. .

Mt

. Do ra,

FL

Dan

Davis Norcross, GA

Dale C. Peterson Fayetteville,

GA

Chris Reinhold Steckmann

Vidalia,

GA

Erik Edgren . . . Oskaloosa,

IA

William B. Weiser . .

Meridian

,

ID

Edwin F. Bobeng . . . . . . . Elgin, IL

Samuel D. Breeden . . . . . . . . St. Charles,

IL

Lyndal E.

Cloud

. . . . .

Shipman, IL

jacob

Glass

Metropolis,

IL

Charles

M.

Garda Ludington,

MI

Nicholas Pane

Lake City, MI

joseph N.

Skone

. . . Howell, MI

john E. Von

Linsowe . . .

Metamora, MI

Wenda

E.

Wing

.

Marion,

MI

Carolyn

Frances Ca

rlson

. . . Palisade, MN

jeff Snell . Inver Grove, MN

Karen

Ruth Swanton Saint

Paul, MN

George F.

Blaich . . .

Pop

l

ar

Bluff,

MO

Charlie

R.

Dischn

er . . . . . . . Gl

adstone, MO

Scott W.

Rankin

. . .

Kansas C

ity

, MO

David Mars . Jackson, MS

Alvin

Browning

. . . . . . . Asheboro, NC

Al

Ramsay .

. . .

Norlina,

NC

Louis R. Berube

West

Ossipee, NH

Bob Larson . . . . . . .

Hancock

, NH

George C. Vossler . . . .

Auburn,

NH

Edward Dec Roselle, Nj

Alan B.

Hendershot

. . . . .

Columbia,

Nj

Peter

Hogan

Basking Ridge, Nj

Matthew V. Thompson . . .

Madison,

NJ

Catherine Zane

. . .

Wildwood, Nj

Marilyn

Olwin

e

mez

Springs, NM

Bob

Ra

y

Woods

.

.

. Las Vegas, NV

john

Mc

Conaughy

. . . . . .

Van Horn

esville,

NY

Paul

Shade

. Fairborn,

OH

Robert

Wilson

. . . . Norman, OK

David B.

Gurkin

. .

Harrisburg

, PA

Stuart I Hitner

. . . . . . Greenville, SC

Carlos Vanegas .

Columbia,

SC

james E. Davis . . Athens, TN

Larry Dee Abernathy .

Vernon,

TX

jay Anding

. . . Bryan, TX

Mike

Burnett

. . . . . . Dallas, TX

William Thomas Ellisor . . . . . Austin, TX

Bryan

Gangwere

.

Haltom

City , TX

Arthur

C. Heunemann . . . . .

Garland, TX

Wilbur L.

johnson

. . . . . . . . . Burleson,

TX

Tom

Kasallis . . . . . . . . .

Midlothian,

TX


28/36

FLY- IN CALENDAR

G I V E N

T H E R E S T R I C T I O N S

T H A T R E M A I N IN

P L A C E

W I T H I N E N H A N C E D C L A S S

B A I R S P A C E , W E

S TR O N G L Y

E N C O U R A G E YOU TO C H E C K

W I T H F L Y I N

O R G A N I Z E R S

A B O U T T H E S T A T U S

O F

T H E

E V E N T.

Th e foJ/owing list of corning events

is fur

nished to our readers as a matterof

information

on

ly and

does not

constitute approval,

sponsor

ship, involvement,

control or direction

of any

event fly-in, seminars,

fly

mark

et, e

tc.

list

e

d.

Please

send the

infonnation

to EAA, Att:

Vintage

Airplan

e P.O . Box 3086, Oshkosh, WI 54903

3086 . Informati

on

should be r

ece ived

four

months prior

to

the event date.

OCTOBER 13

- Hampt

on NH

-

VAA

Ch . 15

Pumpkin

Patch Fly-In

and

Pancake Breakfast,

Hampton

Air

field . Rain

date Oct.

14.

Info:

603/964-6749.

OCTOBER 13

-14 - Winchester

VA -

EAA Ch. 186 Fall

Fly-In,

Winchester Regional

Airport

(OKV), 8

a.m.-5 p.m. Pancake

breakfast 8-11 a.m . Static dis

play of aircraft; airplane and

helicopter

rides, demos,

aircraft

judging, children s

play

area,

and more. Concessions,

sou

venirs, good food. Info : Ms .

Tangy Mooney 703/780-6329

[email protected].

OCTOBER 13-14 - Alliance, OH -

Mili

tary

Vehicle Show

and

Fly-In

at

Alliance-Barber Airport (201) put on

by Marlboro Volunteers, Inc. Military

displays, reenactments

&

fly-bys.

Info:

{barber@alliance iink .com.

or

330/823-1168

DECEMBER

1 -

Fort

Pierce, FL -

EAA Ch. 908 Pancake Breakfast,

7

11

a.m.

at the EAA Hangar, St.

Lucie International Airport. Info:

561/464-0538

or

561/489-0420.

JANUARY

19

,

2002

- Fort Pierce FL

-

EAA

Ch . 908 Pancake Breakfast,

7-11 a.m. at the EAA Hangar, St.

Lucie International Airport. Info:

561/464-0538 or 561/489-0420.

Roscoe Turner

-

Famous Race Pilot

"I couldn't

have won

these swell

trophies

without

Poly-

Fiber!"

W

ell, OK. ..

maybe

he didn't actually say that. ..

but we bet he would

have

if Poly-Fiber had

Fly high with a

quality Classic interior

Complete interior assemblies ready for installation

Custom

quality

at

economical

prices.

Cushion upholstery sets

Wall panel sets

Headliners
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]


29/36

CANUCK - continued

from

page 10

those

horror stories about how

much drag the prop created

when

it

stopped and how fast it stopped in

the event of

an

engine failure. Well,

the prop didn't stop until I was over

the threshold, and when it did stop,

it was no big deal. The magneto re

duction gearbox was attended to by

Glenn

Peck the

next

morning

and

has worked perfectly ever since.

We've learned a couple of

things

about the

OX.

Turn

the

fuel off

to

stop

the

motor.

That

way the plugs

stay dry,

and

if you

want

to fly a

short time

after

turning it off, it's

much easier to start. After turning it

off, stuff a rag

in

each

exhaust

pipe

to prevent

the

valves from cooling

too rapidly.

Always

oil

the valve

gear before each flight. Keep

an

eye

on

the

water

pump.

The best part

about using antifreeze is

that

you

can see it more easily than water if

it leaks out.

For those of you

who

have flown

other OX-powered aircraft,

such

as

Waco lOs Travel Air 2000s,

and

KR

31 s there is a marked similarity

between theirs and

the

Curtiss' han

dling. They get off the ground

nicely,

but

climb lethargically. Turns

are best

accomplished

by rudder

ing," as

coordinated

turns tend to

cause the nose to fall. All flight ma

neuvers

should

be

done

gently;

steeply banked turns will definitely

lead to stalls if the

nose is held

up

too long. We have all seen films of

]ennys and other pre-I927 OX-S

powered aircraft doing

aerobatic

Introduction To

ircraft Building

What s Involved In

Building

n

Airplane

TIG Welding

Engine Installation

Fabric Covering

Composite Construction

Finishing And

Spray Painting


30/36


31/36

VINTAGE

AIRCRAFT

Membership Services Directory-

ENJOY THE MANY BENEFITS OF

EAA

AND

THE EAA

VINTAGE AIRCRAFT ASSOCIATION

ASSOCIATION

OFFICERS

President VicePresident

Espie

'Butch' Joyce

George

Daubner

PO. Box 35584

2448

Lough Lane

Greensboro, NC 27425

Hartford, WI 53027

336/6683650

262/6735885

[email protected]

anti [email protected]

Treasurer

Secreta ry

Cha rles W. Harris

Steve

Nesse

7215

East

46th

Sl.

2009

Highland

Ave.

Tulsa, OK 74147

Albert

Lea,

MN

56007

918/6228400

507/3731674

cwh

@hvsu.com

DIRECTORS

David 8enn ett Jeannie

Hill

P.O. Box 1188 PO.

Box

328

Roseville, CA 95678

Harvard, IL

60033

916/6456926

815/9437205

[email protected]

[email protected]

Robert

C.

Brauer Steve Krog

9345

S ~ e

1002 H

eather

Ln.

Hartford, WI

53027

C h ; m ~ 7 ~ ~ 2 1 0 ~ 2 0

262/966-7627

[email protected]

sskrogaol.com

John Berendt

Robert

D.

"Bob" Lumley

7645

Echo

POint

Rd.

1265 South 124th Sl.

Cannon

Falls,

MN

55009

Brookfield, WI 53005

507/263

24

14

262/7822633

[email protected]

[email protected]

Gene Morris

John

S Co

peland

5936 Steve

Court

R

oanoke,

TX 76262

~ 8 / 3 ~ ~ : : 1 ; 5 01532

817/4919110

1A Deacon Street

[email protected]

cope:land l@juno,com

Dean Richardson

Phil Coulson

1429 Kings

Lynn

Rd

Stoul(hton, WI 53589

2 8 G : ~ t ~ ; ' i ~ l b ~ f r f r

608/8778485

616/624

6490

dar@apr

iiaire.com

[email protected]

Geoff Robison

RO

l e t

Go moll

1

521 E.

MacGregor Dr.

New Haven, IN 46774

3 ; ~ e s

~ r ~ ~ ~ ~ ~ ~ :

219/4934724

507/2882810 [email protected]

[email protected]

S.H. Wes Schmid

Dale A. Gustafso n

2359 Lefeber

Avenue

7724 Shady Hills Dr.

Wauwatosa, WI 53213

414/77

1

1545

l n d i

a 3 ~ a t n ~ j ~ 3 6 6 2 7 8

shschmid@gdin

et.com

EAA Aviation Center, PO Box 3086, Oshkosh WI

54903-3086

Phone (920) 4264800 Fax 920) 4264873

Web Sit

e http:

//www.eaa. arg

and http:

//www.airventure.arg

Mail:

vintage @ eaa,arg

EAA

and

Division Membership Services

8008433612 . , .

..

FAX 9204266761

8 :00 AM-7:00 PM Monday-Friday CST)

New/ renew memberships:

EAA

, Divisions

(Vintage Aircraft Association,

lA

C, Warbirds

),

ational

Association

of

Flight Instructors

(NAFI)

Address changes

Merchandise sales

Gift memberships

Programs

and

Activities

EAA Ai rVenture

FaxOnDemand Direc

to r

y

. 7328856

711

Auto Fuel STCs

..

. . 920426-4843

Build/ restore

information

920-4264821

Chapters: loc

ating

/o rganiz

ing

920-426-4876

Ed

u

cation

. 9204266815

EAA

Air Academy

EAA

Scholarships

Flight Advisors

information

920-4266522

Flight Instructor

information

920-4266801

Flying Start Program , . 920-4266847

Library Services/ Research , . 920-426-4848

Medical Questions 920-4264821

Tec

hnic

al Counselors , 9204264821

Young Eagles 920426-4831

Benefits

Ai rcraft Financing (Textron)

,8

008511367

AUA . 8007273823

AVEMCO , . 8006388440

Term Life

and

Accidental .. 8002416103

Death Insurance (Harvey Watt & Company)

Editorial

Submitting

article/

photo

; advertising

informa

tion

9204264825 , .

..

FAX

9204264828

EAA

Aviation

Foundation

Artifact

Donations

. .. 9204264877

Financial Support . . . . . . 8002361025

MEMBERSHIP INFORM TION

Division i5 available for $50 per year (SPORT

Membership in the Experimental Aircraft AssociEAA

AVIATION

magaZine

not included).

(Add $10

ation, In

c.

is $40

for

one year, including 12 issu

es

of

for Foreign Postage.)

SPORT AVIATION. Family membership is available

for

an additional $10 annually. Junior Membership

WARBIRDS

(under 19 yea rs of age) is available at $23 annually.

Current EAA members may join the EAA War

All major credit cards accepted for

memb

ership.

birds of Am e

ri

ca Division and receive WARBIRDS

(Add

$16 for

Foreign Postag

e.)

magazine for an additional $35 per year.

EAA

Membership ,

WARBIRDS maga

Zine

and one

year membership in the Warbirds Divi

VINTAGE

AIRCRAFT ASSOCIATION

sion is available for

45

per year (SPORT

C

urrent EAA

members

may

join

th

e Vintage

AV

IATION magaZine not included). (Add $7 for

Aircraft Associaton

and

receive

VINTAGE

AIR

Foreign

Po

stage.)

PLANE

magazine

for

an additional $36 per

year.

EAA Membership, VINTAGE A IRPLANE

EAA EXPERIMENTER

magaZine a

nd one

year membership in

th

e

EAA

Current EAA m e

mb

ers

may rec

e ive EAA

Vintage Aircraft Association is ava ilable for $46

EXPERIMENTER

magazine

for

an

additional

per yea r (SPORT AVIATION magazine not in

$20 per year.

cluded).

A

dd

7 for Foreigll Postage.)

EAA Membership

and

EAA

EXPERIMENTER

DIRECTORS

EMERITUS

Ge ne Chase

E.E.

"Buck" Hilbert

21

59

Car lton

Rd.

P.O.

Box 424

Oshkosh,

WI 54904

Union, IL 60 180

920/2315002

815/9234

591

[email protected]
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/sskrog%EE%A1%AFl.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.eaa.arg/http://www.eaa.arg/http://www.eaa.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/sskrog%EE%A1%AFl.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.eaa.arg/http://www.airventure.arg/mailto:[email protected]


32/36

INT GE

M E R

H N D IS E

a. Fleece Youth Vests

V00587

t

2.95

These soft fleece vests are ava ilab le in

t'Oyal

blue. grey.

an

d green.

State size sm-xl.

b. Travel Mug

V00342

Classic stainl

ess

steel mug with plastic

handle and ca p. Sta ndard base fits most

Cat'

cup holders:

c. Leather Varsity Jacket

md V00344 $229.95

g V00345

xl

V00346

Leather and wool are combin

ed

to create

this classic jacketwith embossed vintage

airplanes and Vintage lo

go on

the back.

d. Embossed Denim

Jacket

. . md V0024 t $65.99

g V00242

. xl V00243

2x V00244

Cotton denim jacket with Vintage patch

on the front and embossed planes and

logo

on

the back.

e. Pocket Vest

V00507 $29.95

GI'eat for travelin

g.

this vest helps to

keep your hands free for using a camera.

caring luggage or simply great for around

the town activities. Comes in olive

or

khaki (not shown).

f. Coffee Mug

V00234

$4.95

Enjoy your morning coffee with this blue

trimmed Vintage lo

go

mug.


33/36

V00516

$64.99

This da

rk

navy kni t sw

ea

ter h

as

cotton patch

es

at the shoulder

a

nd

elbows a

nd

spo

rt

s the

Vintage logo. Great

fo

r fall

ny-ins.

Leather Bags

from Vintage

Aircraft

n embossed logo graces each of

finely crafted,

ge

nuine leather

b

ags, which come in either tan or bl

ac

k.

h.

Leather

PO(;ket _ . V00512 $46.95

C

on

venient ph one/s unglass pocket

make this bag a defini te accessory.

Approximate si

ze:

9h x 6 w x 3 d

i.

Leather

Bac:kpac:k

. . . . V005 t

t

$49.95

Pe

rfec

tly sized with convenient

zippered pockets on the inside and

outsid

e.

Approximate l

y:

h x 9 w x 4.5 d

Flapped, so

ft

lea ther bag has shoulder

. App roxim ate size: 7.5 h x 5 w x l.5 d

k. Leather Brlefrnse . V00510 $79.95

Crafted w

iLh

a r ich

des

ign. this case has

seve ral inte ri or pockets and goes

fr

om home

to the boa rd room in styl

e.

Approximately

12 h x 16 w x 4.5 d

I. Golf

Shirts

. . . . . . . . . . . . $31.95

Th

e Vintage logo golf shirt is

YOUI

versa ti l

e,

comfol'table. 100% co mbed cotton sport

shi

rt

for almos t eve r y ac tivity.

Seagrass

sm V00538

md

V00539

xl V00541

2x

V00542

Ig V00540

Burgundy

Sill V00543

2x V00547

Ig V00545 xl V00546

md V00550 Ig V00552

2x V00554


34/36

o. Vantage Caps $12.95

Choose a colol' and style to fit your

personal taste. o.

Stone V00225

Royal Blue V00355

Khaki (nol sho\\ n)

V00356

Olive

1101

shOIl'Il)

V00357

Red V00359

Maroon V00438

Red w/na\} (nol shown) V0036 "1

Khaki w/na\'Y V00439

YellOW w/navy V00435

Natural wIred (nOl 8hO\\Il)

V00436

Red w/black V00437

p. Youth Camo

Shirt

19.95

Sport shirt features foul' buttoned pock

ets and Vintage Logo. Made of 65%

poly/35% cotton and is machine

washable. Youth sizes:

Sill \100609 IIId

Ig V00611 xl

q. Ladies Scoop-neck

Tee

110485

$49.95

Q.

Genuine Austria crystals outline the

Vintage logo on this navy SPOI't tee. 95%

cotton/5% spandex fabl'ic holds it's

shape and keeps you cool.

r. Select Bound Vantage Volumes

Limited quantities of Vintage bound

TELEPHONE

volumes are available.

ORDERS

1990


35/36


36/36

Documents

Vintage Airplane - Oct 2001