vintage airplane - nov 2001

8/12/2019 Vintage Airplane - Nov 2001

1/36


2/36

VOL. 29 No 11

NOVEMBER 200

t

STRAIGHT AND LEVELlButch]oyce

2

VAA NEWS/H.G. Frautschy

4

MYSTERY

PLANE H

.

G

Frautschy

7

TYPE CLUB

NOTES M

ark Baird

1

BELLANCA CLUB FLY-IN

12

WHAT OUR MEMBERS ARE RESTORING

14

MIGHTY MITE/Budd Davisson

20 MUSEUM

DISCOVERIES

22

PASS IT TO BUCK Buck

Hilbert

24 NEW MEMBERS

26

CALENDAR

28

CLASSIFIEDS

30 VAA MERCHANDISE

WWW VINTAGEAIRCRAFT ORG

Publisher

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


3/36

ST

Y

ESPIE BUTCH

JOYCE

PRESIDENT

,

VINTAGE

ASSOCIATION

NewsleHer Editors

The following is from Tulsa, Oklahoma, VAA

Chapter

lO's newsletter

that

is

written

for

the

most

part by

the

fa-

mous Charles Harris:

"Oh,

it's a

long, long

while from

May

to Decembe

r

but the

days grow

short when

you

reach Septemberl ... So go the haunt-

ing

ly

beautiful

lyrics

as were written for th

e classic September

Song./I And, so it is with our summer fly-in season.

We are

quick ly approaching

(some in the north ar

e

there

now)

the last

scenes in

the final

act of

the

2001 season . As always, it has

been

a

great

year;

as

always,

the more

we

have

put

into

it,

the

more

we have

gotten out

of

it. There have been

som

e memo-

rab le moments ... Cookson, Sun 'n Fun, Swifts at Athens,

Atchison, Airman Acres,

Gain

e

sville,

Wacos at Creve

Coeur,

Osh

kosh

( ),

Galesburg,

Muskogee,

(and

four or five Ponca

Citys thrown

in for

fun) ... You

get

the idea.

We have

missed

(and

will

always miss) Paul's Valley the last two years ... a

big

loss .

..

and it was a

real

shock to not

be

able to do

Bmtlesville in

Ju

ne

or

September this

year. We

still have the

Bean

Dinner,

Cl

aremore Monocoupes

at

Creve

C

oeur

,

Ski took, Fairview, and

Vin ita upcoming (and again,

three more

Ponca

Citys

before

the

end of the year).

"We have and continue to have a full plate. f there is any-

one who can't find

any

activity in our world offun flying/sport

aviation, they have to

be living

under a

rock somewhere

Let's

never forget a lot of people have put a lot ofeffort into these

events

to

host

us;

thank

them when you

c

an.

I

For those of

you that

have the good

fortune to

read

Charlie's Chapter 10 newsletter, it's obvious that

putting

it

together is a real labor of love for him. All of us, members

and

officers alike, are lucky

to

have

Charlie

serve as

the

meetings. If you

be

long

to

a

Chapter,

help the editor by

pitching

in

to

help.

Get him or her that

helpful tip or activity report, and you'll

make

the editor

smile. Having a

strong

newsletter helps get

important

in

formation

out

to

each member-everybody

needs

to

know

about

the date

and time of

the

next

meeting

and

any

significant

issues

that

relate

to

Chapter

business . If

you really want

to

be

involved

in

the

Chapter and have

some fun at the same time, step forward and become the

newsletter

editor

of

your

Chapter.

If your

Chapter is al

ready blessed with a good editor, ask if you can be of any

help.

You

could be the

next

Paul Harvey

The first full weekend of

October,

Norma and I

at

tended

the

VAA Chapter 3 fly-in. Held each year at the

Darlington,

South

Carolina, airport,

the

airfield

there

has

proven

to

be a great place

to

have this annual event. This

airport was

a

World

War

II training base,

so there

are

plenty of big runways. They have also installed a very nice

grass runway beside the main

hard

surface runway. That

makes this fly-in very friendly to

the

old taildraggers.

There's also a nice camping area

on

the airport. We used

the camping area this year, and it worked out great.

The Darlington

County

airport

authority

has been very

helpful and hospitable. They even sponsor an lion the air

port Friday

night

pig pickin', which is great

fun.

The

enhanced Class liB airspace rule was still in effect, which

caused the airplane count to be

down.

The rain on Satur

day did not help matters as well. Those that could not fly


4/36

V

NEWS

COMPILED

BY H.G. FRAUTSCHY

again

in

roughly two

weeks,

their behalf,

as well as

news

and on October 15 the govern

and changes when they oc

ment allowed VFR operations

curred. In

his initial

message

in

15

of the 30 enhanced Class

on

September 12, Tom wrote:

B ECB) areas.

I'll

be

the first to support

Enhanced

C

lass

B is

de any reasonable

changes

in

fined

by

the

outer boundary

aviation standards

that are

of

the

airspace, which ex

needed

to help protect

the

tends from the

surface

to

lives of our citizens. But the

18,000 feet. The

combined

key

word

is

reasonable. EAA

surface

area

of the 30 ECBs

has always been

an

organiza

covered

roughly 200 ,000

tion of

compassion and

EAA ONT INUES

WORK

T

RETURN FL IGHT

PRIV ILEGES

Following the

attacks

on New

York

City and Washington

, D.C.,

on

September 11,

the government

declared a

national

emergency and

closed the

national

airspace system

(NAS) to civilian operations. (See

Beyond September, which starts

on page 36

of

EAA Sport Aviation.

As the

crisis stabilized,

the

gov

ernment

incrementally restored

NAS

operations

and many

general

aviation

pilots

were flying

square miles

and

578

public

and

private airports.

From

the

start of this

national

emergency EAA has

worked

with

the

government and provided so

lutions to security co ncerns to

help

restore flight privileges

to

all

The National Security Council

(NSC)

and White

House approved

the

VFR procedures on October

12 , and

FAA issued

the NOTAM

the next day. Beginning

October

15,

VFR operations

resumed

at

15

ECB areas over a three-day period,

start ing with

Houston,

Kansas

City,

Memphis

, New Orleans,

and

St. Louis.

On October

16

VFR operations

resumed at Cleveland , Dallas-Fort

Worth,

Honolulu, Minneapolis,

and Phoenix.

And

on October

17

Charlotte, Cincinnati, Salt Lake

City, Seattle, and Tampa completed

the phase-in . For

reasons of na

tional security, VFR

flight

is

prohibited at the

other 15

major

888/322-4636, Ext. 6522.)

Over the past month, the general/

recreational aviation community

has faced

unprecedented chal

lenges,

EAA

President Tom

Poberezny said. Recent

announce

ments

are

good

news

for pilots,

aircraft owners,

and

especially

the

businesses

who

have endured such

economic hardship. However,

our

work

is not done

until all airplanes

are back in

the

air.

EAA started

to

work

immedi

ately after

the

attacks,

and

on the

EAA

website it

kept

members

informed of

its

actions

on

cooperation, but EAA will not

simply

accept

change,

carte

blanche,

where

it applies to recre

ational aviation.

Activity

on the EAA

website spi

raled upward as people monitored

the situation

. In

the

first weeks

the


5/36

Online aeronautical sectional

their fixed costs like insurance

and ing

elected officials about general

charts, created

through EAA's overhead. To substantiate anecdotal

aviation's critical role

in

the na

Flight Planner

partnership with

information about this economic tional

aviation infrastructure.

AeroPlanner.com, clearly showed impact EAA and its affiliate,

the

Na- EAA

and

NAFI also supported

airspace affected

by

temporary tional

Association of Flight

the

General

Aviation Relief

Bill

of

flight restrictions (TFR). Charts Instructors (NAFI), surveyed CFTs, 2001,

which

provides for eco

showing restricted enhanced Class

flight schools,

FBOs, and other

gen-

nomic

relief for GA

businesses

B airspace areas were available the eral aviation businesses, including suffering from the

economic

im

instant

the

NOTAMs were released.

manufacturers and suppliers. The pact

caused

by the airspace

General aviation flight under in- results were painfully clear: All were

restrictions. Conversely, EAA

and

strument flight rules lFR) resumed suffering real hardships, and some- NAFI vigorously opposed a legisla-

within

days of

the attack

because

thing

needed to done soon before a

tive proposal within the "Safe Skies

an

instrument

flight

plan

answers

Significant

part

of aviation's

infra- Act

of

2001"

that

would

require all

the

government's

security ques

structure was destroyed. student

pilots to undergo and

pay

tions-who's flying, what kind of EAA and NAFI presented its re- for expensive

background

checks.

airplane is it,

and

where is it going.

search

data

in Washington,

D.C., Both

legislative actions are

Addressing these concerns as they

when EAA President Tom pending as of this writing. Stay

applied

to flight training and VFR Poberezny, representing both

or

tuned to the EAA

website

at

flight was a greater challenge, and

ganizations,

testified

before

the

www eaa org for

developments

as

members called

wanting to know

House

Transportation

& Infrastruc- they

are announced. As

aviation

why they

couldn't

fly

their

Cubs

,

ture

Subcommittee

on

September

continues to

recover,

EAA

will con-

their vintage aircraft, their ultra

25, along with representatives of tinue to represent the interests

of

it

lights, their homebuilts.

other aviation organizations. The

members to

preserve the freedom

Because people couldn't fly, busi-

all-day session was an

important

of flight, just as it has been since

ness owners had no income to pay

step in defining issues

and

educat- its founding in 1953.

News continl/ed

on

p ge

)

NORM

P T RS N

R TIR S

O

ne of

aviation's

good

Anyone

who

's had the pleasure of visiting with Norm

guys

is

heading

out

to

on the phone,

corresponding

via the

mail

,

or simply

the workshop to re-

reading one of his articles knows

what

a personal touch
http:///reader/full/AeroPlanner.comhttp:///reader/full/AeroPlanner.com


6/36

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 DECEMBER 10 FOR

IN-

CLUSION IN THE FEBRUARY

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

FROM THE PETE BOWERS COLLECTION,

THIS

MONTH

'S

MYSTERY

PLANE

IS

THIS

SLEEK-LOOKING BIPLANE.

Here's our first note about

the

August Mystery Plane:

The August

mystery

plane

is

a

McKinnie

165.

The airplane

was built in Detroit Lakes, Min

and although some dialogue by

the museum indicates that the

Air Force was

interested

in the

airplane,

I

don't

think that

was

ever

the

case.
mailto:[email protected]:[email protected]


7/36

the

last

I heard one was behind a

hangar

at

Fessenden, North Dakota,

but I never was able to find it.

ill

Truax

Sequim, Washington

Here's our second note:

I got a start when I

turned the

page

and

saw

the

August

Mystery

Plane . I

never

recognize these

t

of place where before only J-3s,

Champs, and

Taylorcrafts were

at

home.

I

had

a nice visit with the

man,

James Richard Dick McKin-

nie. t

wasn't until 1959, when I

returned to Fargo

and NDSU

to

teach engineering, that I got

to

know Professor Dick McKinnie.

Two McKinnies were built;

one

craft design, production, and mar-

keting.

Bill

Cates,

test pilot, flew

the

plane for about 20

hours

when

McKinnie ran

out

of

money to

get

it certificated.

Dick died of cancer about a year

after

I

met

him. Mrs. McKinnie

wanted

to

dispose of

the

remaining

project inventories, so Klessig


8/36

s

E

Rethinking

the

March

ystery

Plane

This

is the Jones S-125 that

was illustrated

in

Joe

Juptner s ar t

icle.

It

has a

tapered cantilever wing and an inverted engine instead of

the

wire-braced

straight

wing

and upright engine of

the

March Mystery Plane.

F

he March Mystery Plane

was identified in june

s is

sue

of

Vintage Airplane, but

I think the identification

as

the

Ben Jones S-125

is

incorrect. There

was an answer that enclosed a

write-up about

the

S-125

from

Joe

Juptner s T Hangar Tales

-

Volume

1, pages

95-96.

Sorry,

but the so

called S-125 in

the

March and

Jun

e

issues

is not the

Ben

Jones

S-125.

y

PETE BOWERS

While there is

strong

family re

semblance, the

S-125 as

illustrated

by Juptner

and

in the

enclosed

photos

is a

different

airplane.

The

so-called S-125 has a straight-chord

wire-braced

wing and

an

upright

air-cooled engine. With

a

right

hand prop

and

that

size,

it

would

have to

be a Cirrus.

The one-only Ben Jones S-125, X

(later NX16791)

was

built

in

1937

by the Jones

Aircraft Company,

P.O

.

Box 114, Schenectady, New York.

I t

had

a

tapered cantilever wing

and

an

inverted

Menasco

C 4 engine.

Juptner said it crashed on its

first

flight, but it must

have

been

re

paired. Then it traveled around

with various

markings;

several no

table aviation

photographers shot

it

in different locations.

Designer Jones sold

the S-125

with other aircraft material to the

White

Aircraft Corporation

of

Leroy, New

York, and

the

plane

was then seen

with

that company

s

logo

on the

fin, still as NX16791.

I believe that the

S-125 (also re

ported

as

having

a 150

hp

Menasco

as the S-150) was

to have

been used

for a world flight

that wasn t

made.

The March Mystery Plane looks

to

me

like a

Dale design,

but not

th

e

Air-Dale M-50 with

50 hp Menasco

flat-four shown in

the

1939 Western

Flying Directory issue

.

Whatev

er,

more

research is

needed

on the

March Mystery Plane.

........


9/36

DEBUNKING A TIRELESS

MYTH THE

"DOWNWIND TURN"

FROM THE CESSNA

150 152

P I L O T -

MAy/JUNE

2001

A few years ago, that mighty pil-

lar of aeronautical wisdom,

Aviation

Safety

published, seriously, an arti-

cle that resurrected the downwind

turn as a maneuver

that

could cause

a stall because the shift

in

direction

would diminish

the

velocity of

the

flow

of air

over

the

wing

.

Seeing

that

explanation

of downwind

turns, in that publication of all

publications,

was like

reading

in

the Encyclopedia Britannica that

the

sun had been

found

to revolve

around the

Earth, and

that

Galileo,

Newton, and Einstein had gotten it

wrong.

The

downwind turn,

it ap-

pears, is a demon more

durable

than Dracula, capable of fouling

the

best of authorities.

Why does that black myth persist?

Such early aviators as W. and O.

urprise in the

Wind

M RK BAIRD

exhaustion. Here's

the

wrong ques-

tion: Can turning downwind

from

upwind

affect airspeed?

Here're

some

right answers to

the

wrong question:

No./I NeveL/I

Can't happen./I

Do

any of th

ese

answers help?

Not

much . So let's improve the

question: Is it dangerous to turn

downwind from upwind?/I Answer:

Perhaps.

It

depends.

I

H m m m - n o w

we're

getting

somewhere. Let's get

more

specific:

Is i t

dangerous to turn downwind

after departing a runway sur

rounded by obstructions if the

wind is up?/I Answer: Yes./I

There is something

risky

about

downwind turns.

It's

just

that the

critical factor has

got

nothing to do

with airspeed, or angle of attack, or

stalling. What is

the

critical factor?

Geometry.

Geometry, and the pilot's apper-

tie's.

Turning

crosswind

too

early

m e naces the upper SO feet of

smokestack;

turning

downwind

too early leads to a

confrontation

with the rising terrain.

Establish

ing

best angle of climb

at liftoff

and staying there for the first few

hundred

feet is standard procedure

at

this

field.

Lined

up on

the

numbers into

that

18

mph

breeze,

the throttl

e

goes in ,

and th

e little bird starts to

roll. Fuel is about half capacity;

the

pilot

is

solo. The pilot

is a Jenny

Craig weight loss enlistee who

graduated magna gone

lard.

I

In

no time, the ISO pops off the run

way and, to th e

delight of

the pilot,

appears

to

climb like

the

Spa

ce

Shuttle. An examination of hard

numbers reveals

the

following:

Best

angle of climb

(true) air

speed: 57 mph


10/36

the airplane 1,000

feet

above the

far

end

of a S,OOO-foot runway on

climb out, which for a

ISO is

Space

Shuttle-like performance.)

The pilot's perception is that

this

angle

will carry

him

clear

of

all obstacles easily and rapidly.

Were

he

to

maintain

runway head

ing, he'd

be

clear of even the

highest surrounding terrain

less

than

three minutes after

leaving

the runway.

But he's a little tired of the Jenny

Craig

regimen

and

is looking for

ward to the hundred-dollar

hamburger that awaits him 70 miles

behind him. He has

to turn down

wind at

some

point,

because

he

hasn't got enough fuel to reach his

destination by continuing

straight

ahead

(he's only at half capacity).

The pilot correlates his appercep

tion of his II-degree climb geometry

with

the

surrounding terrain and

obstacles, and

makes a

judgment

about where

he can safely begin a

turn to downwind and

continue

climbing

on

course. And right there

is

where he makes a mistake.

He

makes his assessment based on

his present ll-degree angle of climb.

He

begins his

turn to downwind

400 feet high,

before

he's

even

reached the end of the runway.

Immediately, his groundspeed be

gins to increase dramatically.

He

maintains best angle airspeed of 57

mph , and his rate of climb declines

a

shade to

660 feet per

minute

be

cause he's

no

longer at sea

level.

But by the time he's established

on

ing at half

the

geometric angle,

the

obstacles

and

terrain that at first

appeared

so

easily surmountable

are now

suddenly

and swiftly fill

ing

his windscreen.

No pilot should

ever be sur

prised. Surprise

is

distracting.

This pilot

is

surprised.

He

maneu

vers quickly to avoid taking the tops

off some trees

that don't

need trim

ming, only to confront high-tension

wires looming abruptly ahead. How

can I be going so darn fast with the

nose so

high

in

the

air,

and not

be

climbing

worth a

hoot?

he won

ders desperately. Now, ignoring the

airspeed indicator

and

hauling back

on the yoke, he tries to pull the air

plane higher into

the air

with

his

bare hands. The wires pass beneath;

ahead

the far side

of

a

ridge still

claims the sky above him . Stall warn

ing shrieking, he

turns

to avoid

the

ridge, but the wind carries him into

it with a soul-sickening

thud.

Later,

the NTSB

investigation

is

silent on the subject

of stalling.

Did

he

stall? Perhaps,

but whether

stalled or not, he was going to hit

that ridge. The NTSB concludes

that the pilot misjudged his rate of

climb

against how

fast

the ground

was rising up to meet him. Did his

turn

to downwind

affect his air

speed? Not a millimeter. Nor i it

affect his vertical speed. Neither of

those factors was altered by the

turn from

upwind

to downwind .

What did change, dramatically ,

was the

geometric

relationship be

tween

his

vertical speed

and his

of the

geometric

climb angle

when turning

downwind.

The

pilot

hasn't got much con

trol over the first two

conditions,

but the third condition is one he

can control absolutely,

and

so

long

as he never permits its presence

by

taking the flattened

climb

angle

into

account, he will avoid being

blown into a granite surprise.

s

to

a

turn to

downwind caus

ing

the

air

to sLow down over the

wing, true believers should argue

that

point

with the men

who

proved it impossible-like

Isaac

Newton, for one. Keep in mind that

if turns across

the wind

did affect

airspeed, you'd see the airspeed re

act with every

course

change

at

altitude, and IFR holding patterns

would require Newton's Calculus

to

intercept and

maintain

.

MARK BAIRD SOLOED

ON

HIS

16TH

BIRTHDAY,

31

YEARS AND

ABOUT

2 ,

5 HOURS

AGO. HE

OWNS TWO

CESSNAS-A

1976

CESSNA 150

AND

A

1954

CESSNA

180. HE'S FLOWN

THE

150 AS

FAR

AS NEW

ORLEANS

AND

THE

180 TO ALL OF

THE

LOWER 48

STATES.

HE

PLANS

TO

EQUIP THE

180 WITH FLOATS AND FLY IT TO

ALASKA. MARK RECENTLY OB

TAINED THE POWERPLANT PORTION

OF HIS A&P

CERTIFICATE.

ITS OFTEN UNBELIEVABLE

HOW

LONG A MYTH CAN PERSIST.

THE

FACING EXCERPT

IS

FROM

THE


11/36

FLIGHT INSTRUCTOR S M NU L

Civil Aeronautics Bulletin

No. 5

U

S

Civil Aeronautics Authority

Washington

D. C.

June 1939

Chapter V.-DOWN-WIND

TURNS

As has been previously

mentioned

there

is a

prevalent fallacy regarding the reasons for the hazard

of down-wind turns close to the ground. This results

from the belief

that

t e air speed of the aircraft

is af-

fected by

the

wind. Such

is

not the case. Once the

aircraft is free of the ground, only its speed relative

to

the

air

has

any

bearing

on

its

sustentation in

flight . The velocity and direction of

the

wind does

affect

the

path of the aircraft over

the

ground,

but

that

is

all.

In taxiing the velocity and direction of the wind

has a very definite effect

on the

aircraft

and the

ef

fectiveness of the controls, because the aircraft is still

in contact witb the ground.

During down-wind turns dose to the ground, it

is

noticed that when the aircraft

is

approximately cross

wind, i t seems

to hang

momentarily

without

speed

and

as

the

turn

is

completed

to the

down-wind

course, the aircraft seems

to

pick up speed with a

rush. Both of these seeming actions are optical illu

sions caused by watching

the

ground even

though

the pilot is not directing his attention to it. The

speed of

the

aircraft relative to

the

ground alone is

affected: The air speed remains constant. f

the

air

craft

is

flown properly by

feel

or instruments, the air

speed will not vary during the turn.

2

Some air speed and

lift

are lost in all turns,

as

will be discussed under Turns ; and unless normal

speed

is

maintained, this may have disastrous results

when operating too close to the ground.

3 Turns immediately following the take-off are

hazardous, due

to

the fact that

the

ship barely has

flying speed and, under these conditions, can ill af

ford even

the

small loss of speed

and

lift

which

is

incident to turning alone.

4 At low speeds

the

ship does

not

respond nearly

so rapidly to

the

controls and gusts may cause

trouble

before

the reaction of

the

pilot and the

sluggish action of the controls can correct for them.

s.

The reaction time of the pilot

is

a serious

fac

tor when working close to the ground.

6 Ground objects create turbulence in the wind

on

their leeward side.

7

There is a variation between

the

wind velocity

just above

the ground

and at 40 or

S

feet altitude

due to the friction of the earth and the objects

on

it.

This will give the ship an additional rolling moment,

or over banking tendency, when one wing is near

the ground

and the other

up

in the

air

as

in a steep

bank close to the ground. This friction effect

is

also

true in gusts encountered in such a pOSition, which


12/36

eLuIJ.

Wed

eowa

dJ

- In

l

f

The

gold country of

the

ierras is

the

scene or

this

annual

event.

By AMY

PETERSON

PHOTOS

BY CHUCK SANDFORD

I

t was more th n just

burgs for being such gracious

coincidence

that

the Bel

hosts

and

to

club

member

lanca-Champion

Club s

Brian Farrell for arranging

Annual West Coast

Fly-In

the

fly-out.

was held in Columbia, Cali

The

Tuolumne

Co

unty

fornia, in the heart of Gold

Aeronautical Association

Rush

Country. Blue skies

fired up its grills for

the

Fri

and sunshine, outstanding

day

evening

barbecue dinner

airplanes, delightful people, The flight line

of Bellancas

featured a mix

of the

triple

and the

Saturday

evening

and an

airport

that is

every

tails and their more recent brethren, the Viking.

steak dinner. Its m embers

pilot s dream

blended

to

gether to make it the mother lode of

fly-ins.

A total of 84 airplanes and approxi

mately 160 people enjoyed the fun

and festivities

during the

club-spon

sored second annual fly-in held

recently in Columbia. Nestled

among

green, rolling hills, the Columbia Air-

port (022)

provided

a substantial, The Low-Wing

People s

Choice award

hard-surfaced runway and full

FBO

was presented to Harold and Carol

services for the fly-in participants. The Black for

their 14-19-2 Cruisemaster.

adjacent grass runway was closed for Harold found it in Idaho in 1996 and re

the

weekend

to

provide

ample park

built it from stem to stern. The updated airframe included a Viking instrument

ing for th e multitude of neatly parked

panel, McCauley prop , shoulder harnesses,

and Cleveland wheels and brakes.

single tails

and

triple tails, nosewheels

and tailwheels.

tee members for early preparation

were also

on hand

to serve light break

The combination of

high-wing

(which really was the culmination of

fast and

lunch

fare. Their

enthusiasm

Ci tabrias, Champs, Scouts, and De

months of planning). The

actual fl

y-

was abundant, and we appreciated all

cathlons

and

low-wing Cruisairs,

in kickoff began on Friday with the their efforts.

C ruisemasters, and Vikings might arrival and registration

of

participants,

A

number

of

participants pit

c

hed


13/36

lanca

birds.

This was followed

by

a

round-table

discussion

that

focused on

own

ers'

maintenance

experiences, both

good

and

bad in

For the

High-Wing

People's Choice award, the

attendees

regard

to prod

picked

Tom

Holmes'

1940

Aeronca 65TC.

It

was also rec

ucts, facilities,

ognized as the oldest aircraft in attendance. First built as a

suppliers, and

65TF the Franklin engine was removed in

1958,

and a 65

modificat ions.

hp Continental was installed.

Tom

bought

the

project when

Both sessions

it was packed in a number of boxes. A real

basket

case, he

went about getting an education

in

restoration techniques , covered a

wide

including a POly-Fiber covering class. Bob Seals was also range of

issues

appl icable

to

an integral part of the restoration process.

Mike

Nye

of Manteca, California,

re

built his

Aeronca

7AC Champ in

1997, choosing

the factory color

scheme

for

the

two-place trainer.

vironmentalists, that

is,

until they

were

assured that we were merely

dropping sacks of ground wheat ..

and

not

nuking their California wildflow

ers.

With

the environmentalists'

bleSSings, and the grace

of

a

little

breeze, Veri Scheibe

of

St. Paul, Ore

gon, took first place by

dropping the

flour closest

to the mark

from his

1975 Scout. Was it practice

and

skill

or those vortex generators, Veri? Ron

Piercy

of

Moses Lake,

Washington,

both

high-

and

low-Wing aircraft.

Everyone

in

general

aviation

ap

preciates

exemplars

of

beautifully

restored, maintained, and/or en

hanced airplanes, and

the

Bellanca-Champion Club

does

its

best to recognize the efforts of its

members.

This year

two outstand

ing airplanes were

selected

by

member bal lot to represent

the

People's

Choice

for high-

and

low-wing categories.

The high-wing People's Choice was

awarded to Tom Holmes for his 1940

Aeronca TC65, N26386. InCidentally,

this

airplane

was also awarded a

plaque for being the oldest aircraft in

attendance at

the fly-in. t started its

life as a 65TF

with

a

65-hp

Franklin

and was converted

to an A65

in 1958.

The airplane had changed hands, had

moved

all

around

the country, and

was in seven boxes at the time it was

purchased by its

present

owner. Tom

This year's low-wing

People's

Choice award went to Harold and

Carol Black for

their

sleek 14-19-2

Cruisemaster,

N981OB.

The fly-in was

a

stopover

for them

between their

winter home in

Arizona

and their

summer home

in

Idaho. Harold

found

this

plane in Idaho

in 1996,

and

two years later it emerged as a

complete

rebuild

from the tip

of

its

spinner to

the

top of its tail. Some of

its fine features include an updated

Viking

panel, a McCauley prop,

Cleveland

wheels and brakes, and

shoulder harnesses.

Following

the

Saturday

evening

banquet,

awards,

and

anecdotes, Lee

McGee was back by popular demand ,

strumming and

singing his

original

Ode to My Viking" (to the tune of

"Drug Store Truck Drivin' Man," with

Lee's apologies to

Joan

Baez).

This

year Lee

took

a little creative license

and

delighted

the

audience

with his

tributes to the other represented air

planes. The renditions included "Have

You Flown the Little Cruisair?" (to the

tune of Scarborough

Fair"

/Simon

and Garfunkel), "Just Want to Fly My

Ci tabria ( Motorcycle Song / Arlo

Guthrie), and whoopee-ti -yi-yay

Cruisemasters

in the

Sky" ( Ghost

Riders in the Sky" /Stan Jones).

Sunday morning

saw the depar

tures of

many an

aircraft, from the

quick

and mighty

to

the

sl

eek

and

sassy. The committee is already brain

storming

for next year's

fly-in-same

place, same time. The

county

officials

have indicated the possibility of a wa

ter budget for the grass strip next year.


14/36

HAT 0

MEMBERS

ARE

RESTORING

DH-60GM

VILLA

IPSY

OT BY GERRY SCHWAM

NC-919DH was built by de Hav

illand

under

license

in Lowell,

Massachusetts, in December 1929.

It was then delivered to Cardiff &

Peacock Aero Corp. in Bakersfield,

California, which

sold

the

air

plane to Leslie

J.

O Day of Visalia,

California, in

October

1930. The

airplane

passed through a succes

sion

of owners, finally being sold

by

Harlan

O. Bjerke

in

January

1943

as salvage to the renowned

airplane dealer Arrigo Balboni.

(For unknown

reasons the

origi

nal

registration

NC-919M

was

changed

at some point. Contact

with

the

FAA

revealed

that

N

919M belonged to a

DC-3

that

hadn't been heard of for 25 years,

so we settled for NC-919DH.)

In February 1946 the Moth Air

craft Company's Ed Clark returned

from WWII service. Already the

owner of two Gipsy Moths, he

purchased the remains (less

en

gine) of

NC-919M for the grand

sum of

75.

Having acquired

enough

other parts

and

paper

work, Ed set about rebuilding his

own Gipsy

Moth and restoring

five others. His Moth had been

damaged due

to an engine

failure

WYNCOTE PENNSYLVANIA

that

occurred during the filming

of a movie.

Ed found

buyers for

the Moths

to-be, but making a living and

being

busy

with

lots of

other

work

slowed progress

on the rebuilds.

Linley Wright of Glenn

Rose

Texas,

decided to finish the work himself.

Around

1994

he purchased

NC

919DH and hauled

it to

Texas. At

some

point

he

lost interest in

the

project. In

1995, Linley

made

it

known he wanted to sell the Gipsy

project, as well as his Tiger Moth. I

purchased the entire lot.

Along with

good friend

Bayard


15/36

Dupont, we trucked

the

Gipsy proj

ect and the

Tiger

Moth to New

Garden Airport in Toughkenamon,

Pennsylvania, and set about finish

ing what had been started so many

years ago. Six-and-a-half years

of

constant work were to ensue be

fore NC-919DH once again took to

through

with a beautiful set of

cowlings.

The

cowlings in

turn

were

painted

by Mark

Denest of

Fairchild restoration fame. And fi-

nally

there was Bayard

Dup

ont

without

whom

th

e

project

would

never have come to fruition.

Was it all worth it? You bet

DE HAVILLAND DH 60GM

G IPSY

MOTH

SPECIFICATIONS

ENGINE:

GIPSY

ENGINE UPRIGHT

FOUR-CYLINDER

AIR-COOLED

90/100 HP


16/36


17/36


18/36

MARK

GODFREY

n

Workman

was standing

sport

aviation find hard to believe is

a fully certified, factory produced

Originally powered by a 22 hp

Crosley automobile engine, cracking

crankshafts forced Mooney to go to

a

ce r

tified aircraft engine. The

Workmans have a

65

hp Continen

tal driving a fixed-pitch wood prop.

be eas ier to

name

aircraft he didn t

have a hand in than those he did.


19/36

required the smallest, lightest, and

cleanest airframe he could design

mated

to

the least expensive, most

fuel-efficient engine available.

In

both areas, he went

to

extremes. The

airframe is a study in light wood

construction. t has been often said,

for instance , that anyone

who

;j

o

a:

No leaky shock struts or metal

springs to break, the Mooney Mite,

like its later four-place brethren,

uses a stackup

of

rubber disks to

absorb the shock of landing.

picked up one of

the

tail

surfaces

and saw

how

light and fragile it

appeared-would

never fly

the

air

plane. The tail is unique for a lot of

reasons, including

the

fact that it is

n 't mounted to the airframe in the

usual fashion. The entire unit pivots

for trim

and

is mounted on a light

steel

tube

tripod that

is,

in

turn,

bolted to the rear fuselage bulkhead

with tiny-appearing NO.3 bolts. The

entire tail, including the wood,

the

steel, and the bulkhead area are now

areas of concern to restorers because

of the way seemingly

minor

deterio

ration

can reduce the

strength

significantly.

Another of Mooney s cost-cut

ting, efficiency-seeking moves was

to sidestep expensive

aircraft en

gines. Instead,

he

mounted

one

of

the

miniscule, 22 hp Crosley

en

gines, which are best known for

propelling the

little Crosley station

wagons. The

engine

was highly so

phisticated in that it was a sing le

overhead cam

design,

which

was

manufactured

from

sheet

steel

and

brazed together in an oven.

You

can

literally tuck one of these engines

under your

arm

and walk off with it.

In

the

Mite it was equipped with a

2:1 V-belt

reduction unit.

The first

10 airplanes were Crosley powered,

but then the gremlins that

always

seem

to

afflict

an

otherwise

healthy

engine

,

once

it's

mounted

in

an

air

plane, reared their ugly heads

and

crankshafts began breaking (Crosley

reportedly switched to a cast

iron

crank from a steel crank without let

then later

to

the A-65 Continental.

About the

time

Al Mooney was

gearing up

to

feed airplanes into the

highly anticipated, but

never

real

ized, post-war airplane market, Ben

Workman was getting out of the US

AAF . He

had worked at Curtiss

Wright s Columbus, Ohio, factory

(working

on

Helldivers

and

their

ill

fated Seagull) before entering the Air

Corps. He even

had

his

own

40

hp

2

Cub

during his early years in the

service. He flew 28 missions as a

ra

dio

operator

on board B-24's with

the 34

th

Bomb Group before going

home

to decide what

he d

do with

the rest of his life.

As with

many returning service

men, the GI Bill gave Ben his ratings.

He had

been to mechanics

school

before entering the service, so armed

with his A Eticket,

he

began work

ing for a local

FBO

while getting his

flight ratings. Then he

drifted into

auto

repair, which led

to an

uphol

stery

shop,

which, in

turn,

led

to

him owning his own auto and air

craft

upholstery

business. The

business

is still alive

and

well

in

Zanesville, Ohio, where it is

being

run by

his son, Paul, who

brought

the Mite to AirVenture 200l.

Ben ran through a long list of air

craft projects that eventually involved

his two sons, Dave

and

Paul.

He

bought a basket case Cub and he and

his older son, Dave, restored it. They

took it to Oshkosh in 1972 where it

won Best Under 100 hp. During the

next

10 years , Ben

and

Dave built

and flew what they dubbed the Pitts


20/36


21/36

good shape,

but the further

we

got

into it, the worse

i t

looked,

said

Ben Workman.

It

had set outside and moisture

had

really

gotten

to

it.

Both

the

front

and

rear bulkheads were being

held to

the

tail cone by

nothing

more

than

fabric," he says. "Every

where you looked

in

the lower parts

of the

fuselage

and wing

centersec

tion, the casein glue

was

coming

apart. This

included

the plywood

facing

on the

spars."

They began tearing the airplane

apart

and eventually had virtually

every

nut and bolt out of

it in

their

search for moisture damage to both

the steel tubing and the wood. This

included re-gluing most of the joints

in the fuselage

and

replacing much

of

the

wood .

"The landing gear needed lots

of

work

and one

gear leg was bent,

Ben says. "I didn't know it was hard

ened

and

I stuck it in a

vice

to

try

and

straighten it. t was so hard

that

I broke i t and

had to call

Fred

Schmidt

in Camden,

Ohio, for

an

other

one.

He

has

by far the

best

supply of Mite

parts.

That's also

where I got parts for

the

windshield

wiper

motor

that

is

used as

the

gear

warning indicator."

The gear-warning indicator he

is

referring to

is

the small flag, not un

like

that

on

a

mailbox. I t begins

waving if

the throttle is

reduced be

Iowa certain level and

the

gear isn't

out. The wiper

motor

is

driven

by

vacuum tapped from the

intake

of

No. 1 cylinder.

problems. The outer wing

panels,

the

fuselage tubing,

and

most of the

tail were

actually

in

pretty good

shape. Everything in between, how

ever, needed lots of work."

When

it came

time to paint the

airplane, the

Workmans,

younger

and

elder,

didn't

see eye-to-eye. "I

wanted to do it in a MODERN

paint

scheme,

Ben

says. But my

son

wanted something more original.

We split

the

difference."

The

finish

and

covering

was Su

per

Flite II all the

way

and Ben

Workman points out

that

the light

gray color isn't paint,

but is

actually

primer that

has been clear

coated.

They saw

the

color

of the

primer

and both liked it. So, rather

than

try

to match it in paint, they just hit it

with

the

clear coat

to

protect it.

The

finished airplane came in

at

62S lbs

and

it really performs, ac

cording

to Paul. It gets off fairly

quickly. The

engine is only turning

up 2,050 rpm with

that

prop,

but

it

still only needs

about 400 feet of

runway. I hold

about

70

mph

in the

climb which gives a solid 600 to 700

feet per minute rate of climb."

In cruise

the

airplane will true

out

at

120 mph

at

2,250 rpm.

The

beauty

of it, however, is that it is

burning

only four to four-and-a-half

gallons per hour.

The

airplanes with the

Beech

Roby props are faster,

some

as

high

as 135

mph.

The never-exceed speed

is only 139 mph, so that's crowding

it pretty close," Paul says.

The gear down speed

is

108


22/36

S

By

H G

FRAUTSCHY

\1 RVE NTU RE

M U S U M

NS

ON

TH

S.C. JOHNSON

WAX

SIKORSKY

S-38

"CARNAUBA"

EXHIBIT

O

e of the

EAA

AirVenture

Museum's

most popular

exhibits is the Sikorsky

S-

38, sponsored by Wisconsin's own

S.c. Johnson

company.

Sam John

son,

the company's

recently retired

chairman of the board, has been an

aviator since he

was a

young man.

His father, Herbert H.F. Johnson,

was an adventuresome spirit. In

193

5,

when the world still thought

of flying as almost a daredevil stunt,

he chose

to

buy a Sikorsky S-38, hire

an experienced

27-year-old

pilot,

E.F. Schlanser, and have himself and

a research crew flown to the Ama

zon River basin in South America in

search of the carnauba palm

tree.

The carnauba palm produces one of

the

hardest natural

waxes

known,

and it was an essential ingredient in

every

Johnson

Wax

product-in

deed,

in

th e 1930s,

wax-related

products

were all

the

company

made Given his drive to

produce

the best products possible, it was un

derstandable

that

H.F.

Johnson

was

willing

to spend

the money during

the

Depression to

ensure his

com

pany could find

and

harvest

a

sustainable supply of carnauba wax.

When

the

EAA AirVenture Mu

seum was constructed in Oshkosh,

one

of the

very first

benefactors

to

sign up to support the project was

Sam

Johnson.

After

sponsoring

the

museum's

entrance

tower (where

three Christen Eagles zoom upward),

there was interest in designing an in

teractive exhibit

to commemorate

his

father's

pioneering business

flight. Since the mid-1980s, museum


23/36

I

;7 ,

visitors have

read

the

display boards

on

the

perimeter

of

the dis

play, marveled at the

full-size replica

of

a

Sikorsky Amphibion

constructed

by

Gordy

Selke

and his restora

tion center crew, and

"ridden along" inside

the fuselage, where a

movie

was

created by

Dick Matt to give view- Advances

in

video and audio technologies make the

ers

the

sense

they

were

story of the S-38 come alive as museum visitors see

riding along

with

H.P.

the construction

of

the replica

in

beautifully shot

johnson

in

1935 . To

movie footage. In the box on the dock are hidden a

this day, my kids

recall

pair of OSCillating

theater

lights, which give the illu

their rides

in

the

sion of sunlight bouncing

off

the waves below and

Sikorsky as

if

they had

reflecting

off

the upper wings .

really been

bouncing

along the

waterways

of

the Amazon. EAA

President's

Council

member

Still, as neat as the display was, it

Buzz Kaplan changed all that. Buzz

couldn't fly, and as the years went by was

confident that

his company,

Sam's desire

to

replicate his father's Born Again Restorations, could

build

f l ight grew stronger.

Planning

to a Sikorsky S-38, if Sam really wanted

tDi

\

,

.

.

' "

Walk alongside

the

dock and then

step inside the replica's

fuselage,

where visitors can now view an up

dated film

of

the flying Sikorsky S-38

replica. The meticulously constructed

exhibit

theater

gives

visitors

the

sound and light sensations of flying

alongside and in the amazing replica.

Outside the theater a new showcase

exhibits the many products, both old

and new, that require the use of car

nauba wax. Original containers of

various products, like 1930s paste

wax tin (fac ing page), are on display.

Above the display is a pair

of

maps

that show the route taken in 1935

and the one in

1998

by Sam, Curt,

and Fisk Johnson as they flew the

replica S-38 to South America.

In

the

center of the display is a computer

screen where curious visitors can en


24/36

55 .

BY E.E. BUCK

HILBERT ,

EAA

21 VAA

5

P O

Box

424,

UNION

,

IL

60180

Esprit de corps

F

he Department

of

Defense

(DOD)

shut

down all pri-

vate flying

during the

New

York

and

D.C. terrorism aftermath.

The

sport aviation

population

pulled together and

in

unison be-

lieved

the shut

down may have

been necessary in

the

eyes of the

DOD

but perhaps

unwarranted as

far as our

type

of flying was con

cerned. The general

comments

ran

from

ridiculous

to

Well,

we

gotta do whatever "

Regardless,

there

was NO flying

for what seemed like an eternity,

and

the scheduled events

took a

beating. Some events

were

can

One

of the Stearmans

that

is kept at the airport/residential airpark at Poplar

celed, including the

Reno

Air

Grove, Illinois, taxis

by

as part of the revised annual picnic held at the airport.

Races, the Ryan Fly-In at San


25/36

Captain Dick Hill warms

up

the engines

on

the family Cessna Bobcat. T

he

interior and engines

on

the T-50

were recently overhauled.

Diego, and many others.

in, plus a "taxi-by" event. joyed

themselves

despite

the

cir

cumstances.

ne event went on

as

sched

uled ...

the 20th annual picnic

at

Poplar Grove Airport. Some

of th

e

Cessna 120-140 people who were

planning

to also go to

th e

Dunkirk New York, annual bash

did go-they drove to New York.

This picnic fly-in became a drive-

The camaraderie was evident in

the conversations around the

table

and

was

capped

off

with the

taxi-by

of

the DO-27, several Stear

mans

, the

Cessna 140

and the

T-SO. We

all had a good

time

.

The

noise and smoke were right

in

front of the crowd, yet people en-

Very

little grousing went on

.

The atmosphere

was subdued,

but

the

fellowship

and the

sharing

were there . It 's great to be part of

the aviation family . . . . . .

~ t J . c J

K

want

to

see

your

lane or

pearls

of

wisdom

in

print?

Write an article for

VINT GE

IRPL NE

We re

always looking

for technical

articles and

photos

of

your

latest restoration.

We

can't

offer

you money,

but we can make

you

ahero

among

fellow

Vintage

Aircraft enthusiasts

send your

submissions

to:

L

ve

the adventure and

rOl11ance

of the early days

of flight with

Wi

ll

Turner,

pioneer aviator,

in

Chris

Davey s

exciting new

nove

l,

Th Aviator s Appn

l1rice.

Will


26/36

NEW MEMBERS

Mauro

Belloni Oleggio, Italy

Tony Medniuk London, United

Kingdom

David

Turner Maple

Ridge,

BC

Clive Perry

Winnipeg,

MB

Mike Fuller . Weston,

ON

Peter L

Windh

Guelph, ON

Yves Lessard .

Sorel-Tracy, QC

James

T. Bell Palmer,

AK

Irven

F. Palmer

Sterling,

AK

Ken

Davenport Newport, AR

Jack L Censner Sierra Vista, AZ

Robert D. Bishop

.Tranquillity,

CA

David Derby .

.

La

Jolla, CA

David

B. McCord

Browns Valley, CA

Roger

Orr

Santa Paula, CA

William R.

Page

Bermuda Dunes, CA

George J. Papich Sonoma, CA

Joan Steinberger

Goleta, CA

Jeff Taylor .

Pilot Hill, CA

Aric

Warner

Rosamond,

CA

Thomas A. Watson Corona, CA

Doug Neeley Aspen,

CO

Richard L Cudney . . .Darien, CT

Gary Duhaime Shelton, CT

Thomas

J.

Bryant

Lakeland,

FL

Richard G. Mahoney . . Orlando, FL

Louis

A.

Maniero

Parkland, FL

Dr.

Tom

Peurfay

Bradenton,

FL

Earle

Richardson Hialeah, FL

David Branch .jackson, GA

Garry

Lynn Brown Woodbury, GA

Mark Allen Self Conyers, GA

Douglas R. Bodrie Grosse lie, MI

Lawrence Fuller .

Cabool,

MI

Edward

L

Hall Dowagiac,

MI

Kenneth

H.

Hecht

Caro

, MI

Stephen S.

Lillyblad Apple Valley,

MN

R. T. Malone Darwin, MN

Duane Poehls Ham

Lake, MN

Thomas O. Yates Austin, MN

Albert W. Lowe St. Louis,

MO

Jack S. Lamb Hattiesburg, MS

Brock

Furstenau

Tilden, NE

Michael

Price

Short

Hills,

NJ

Larry Rundquist Cal-Nev-Ari, NV

Joseph

G.

Jones

Berne,

NY

Geoff King .

Patterson,

NY

Steve Voll

North

Rose,

NY

Donald W. Allen Ashtabula, OH

Chad Harrison Huron

,

OH

Gregory A. Huber Medina, OH

Eric

E.

Williams

Eaton,

OH

Samuel Box Stigler, OK

Walter Seely Redmond, OR

John

W.

Chapman Washington

,

PA

Frank E.

Gochenauer

Chambersburg,

PA

Charles

Haughman

. .Hershey,

PA

Robert

C

Rust Saegertown,

PA

Tony

Burns .

Henderson, TN

Jeff

S.

Cattrell

.

Bulls

Gap, TN

Jimmy L

Teasley

Murfreesboro, TN

Thomas Aubin Bangs, TX

Robert

H. Card

Kennedy, TX

Gary T Craze Spring, TX


27/36

Douglas Conciatu

Sterling Heights, MI

Master

CFI-IAG

Aviation Safety

Counselor

Flyi

ng

for over

32

years

First solo flight

in 1969

at the age

of

6

AUAis

approved.

To

become a

Douglos

Conciotu has owned his

195

Aeronca TEC Chomp

since 1991 The

plane

was one of

the lost light

airplanes

to come off

the Middle/own, O hio assembly

line

I went from one

company

to another

looking for one that

would

meet my

insurance needs

at

a competitive price.

I finally found this

and

more with AUA

and have been with them ever since.

- Douglas Conciatu

AUA s Exclusive E

Vintage

Aircraft

Assoc.

Insurance Program

lower

liability and hull premiums

Medical payments included

Fleet discounts for multiple aircraft

carrying all risk coverages

No hand-

propp

i

ng

exclusion


28/36

FLY IN CALENDAR

-

Th

e following list comin g events

is

fllr

ni

shed to Ollr re

ad

ers as a

matt

er of

nformati

on

onl

y

and do

es not constitute approval, s

pon

s

or

ship

,

inv

o

lv

eme

nt

,

control or directi

on ofany

eve

llt

fl

y

-ill

, seminar

s, fl

y market, etc.

listed

.

Pl

ease

send th

e information to fAA, Att: Vintage Air

plan

e P.O.

Box

30

8

6,

Os

hk

os

h,

WI 5490

3-3

086

.

Information shollid be recei

ve

d fO

lr

months prior

to the eve

nt dat

e.

D

ECE

MB ER 1 -

Fort Pierce, FL

EAA Ch.

908

Pancake Breakfast,

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

Lucie Internat iona l Airport. Info:

561/464-0538 or

561/489

-0420.

J ANU A R Y 19, 2 2 -

Fort

Pierce,

FL - EAA Ch . 908 Pancake Break

fast, 7-11 a.m. at

the

EAA

Hangar,

St . Lucie Internationa l

Airport.

Info: 561/464-0538 or 561/489

0420.

.J .)...-._;. . V

........._. J

"I

couldn't

have won

these swell

trophies

without

Poly-

Fiber "

Roscoe Turner - Famo us Race Pilot

W

e , OK ... maybe he didn't actually say that. ..

but we bet

he

would

have if Po

ly-Fiber had

Fly high with

a

quality Classic interior

Complete interior assemblies

r

dy f rinstalla tion

Custom quality at

economical

prices.

Cushion upholstery sets

Wall panel sets

Headl iners


29/36

VAA

NEWS

CONTINUED

N O C E S S N A L NDING

GEAR AD

Randy

Hansen,

EAA

govern

ment programs specialist, has

confirmed,

in

conversations with

the FAA

Small Aircraft Directorate

(ACE-115W), that

no airworthi

ness directive

will

be

issued

concerning

the failure of

the

spring steel landing gear installed

on the

Cessna 170, 180, 185, 190,

and 195 aircraft. The FAA is satis

fied that

Cessna s

technical

documentation

and service bul

letins are sufficient

to

get

the

word

out to the field regarding the

proper

procedures for periodic in

spection and

maintenanc

e of these

Introduction To

ircraft Building

What

s Involved In

BUilding n Airplane

TIG

Welding

Engine Installation

Fabric Covering

Composite

Construction

Finishing

nd

Spray Painting


30/36

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Ad vertising Clos

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ond month prior to desired issue date

L

e.,

Janu ary

10

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issue).

VAA

rese rves th e

right

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adv ert i s ing in co

nfli

ct with it s

poli

cies.

Rates cover on e ins ertion per iss ue. Classi

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ed via phon e .

Payment mu st accomp any o rder. Word ads

may be se

nt

via

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(920/426-4828) or e-mail

classa ris@

eaa

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g)

using credit

ca

rd payme

nt

(a ll cards acce

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complete address, type of card, ca

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piration

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e. Make ch

ec

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ddr

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31/36

VINT.AGE

AIRCRAFT

ASSOCIATION

OFFICERS

President Vice-President

Espie

'Sutch' Joyce

George Da

u

bne

r

P.O. Box 35584

2448

Lough Lane

Greensboro, NC 27425 Hartford , WI

53027

336/6683650

26216735885

[email protected]

[email protected]

Treasurer

Secre tary

Charles

W.

Harris

Steve Nesse

72

I S

East

46th

Sl.

2009

Highland

Ave.

Tulsa, OK 7

4147

Albert

Lea,

MN

56007

918/6228400

507/373 1674

cw

[email protected]

DIRECTORS

David Bennett

P

O.

Box 1188

Roseville, CA 95678

916/6456926

antiqu

er@in

reach.com

Robert C. Bob Brauer

934

5 S. HOkne

C 1 ~ ~ ~ ~ ? 7 ~ L 2 1 O ~ 2 0

[email protected]

John Berendt

7645

Echo

Poi

nt Rd.

Cannon Fails, MN 55009

507/2632414

fchl [email protected]

John S. Copeland

IA Deacon Street

r t h ~ 8

~ ~ ~ : m 5 01

S32

copeland [email protected]

Phil Coulson

8 ~ \ ~ t ~ ; i ; J r f ~ f r

616/6246490

rcouison5

1

[email protected]

m

Roger

Gomoll

3 i ~ ~ ~ t ~ r ~ ~ f d ~ ~ ~

507/288

2

8 10

[email protected]

Dale

A.

Gustafson

7724 Shady Hills Dr.

f n d i a J l z ~ ~ . ~ 3 t 6 2 7 8

Jeannie Hill

P.O. Box

328

Ha

rv

ard, IL 60033

815/9437205

[email protected]

Steve Krog

1002 Heath er Ln.

Hartford,

WI 53027

26219667627

sskrog@ao

l.com

Robert D. "Bob"

Lumley

126

5 South 124th

Sl.

Br

ookfield, WI 53005

262/7822633

lum per@'execpc.com

Gene Morris

5936

Steve Court

Roanoke, TX 76262

817/49

19110

n0 3ca pt@na sh.net

Dean Richardson

1

429 Kings

\nnRd

S t o u ~ i ' s n i 7 . 8 ~ l S 8 9

[email protected]

Geoff

Robison

1

52

1

E.

MacG r

ego

r Dr.

New Haven, IN 46774

219/4934724

chiefl025@ao

l.oom

S.H . Wc s Schmid

2359 Lefeber Ave

nue

Wauwatosa, WI 53213

414/77

11545

sh

sc

hmid

@g

dinet.com

DIRECTORS

EMERITUS

Gene Chase

E.E. B

uck

Hilbert

215 9

Car

lton

Rd

.

P.O.

Box

424

Os

hkos

h, WI

54904

Union, IL 60180

815/9234591

920/2315002

buck7aC@

mC.net

Membership Services Directory_

ENJOY

THE

MANY

BENEFITS

OF EAA

AND

THE

EAA

VINTAGE

AIRCRAFT ASSOCIATION

EAA Aviation Center,

PO

Box 3086, Oshkosh

WI

54903-3086

Phone (920) 426-4800

Fax 920)

426-4873

Web Site http: www.eaa.organd http: www.airventure.org E Mail: vintage

@

eaa.org

EAA and Division Membership Services

800843-3612 , , . , . . . , . ,

FAX

920-4266761

(8:00

AM-7

:00

PM Monday-Friday CSn

New/renew membership

s:

EM , Divisions

(Vi

ntage Aircraft Associa

tion

, l

AC,

Warbirds),

Na tional Association

of

Flight Instructors

(NAFI)

Address changes

Merchandise sales

Gift memberships

Programs and Activities

EM AirVenture FaxOnDemand Directory

, , . , , . .................. 7328856711

Auto Fuel STCs . . . , , , , . 9204264843

Build/ restore informa tion . 920426482 1

C

hapt

ers: loca ting/organizing 9204264876

E

ducation

. , , , , , , . 92042668 15

EM Air Academy

EM Scholarships

Flight Advisors information .. , . 920-4266522

Flight Instructor information . 920426-6801

FIyi ng Start Program , ......... 9204266847

Library Services/Research . 9204264848

Medical Qu

es

tion

s,

, ,

........

, 920426-4821

Technical Counselors . 920-426-4821

Young Eagles . . , , ...... . 920-4264831

Benefits

Aircraft Financing (Textron) . 8008511367

AUA ,',.,

. .,' 800-72

7

3823

AVEMCO ,

........

, 800-638-8440

Term Life and Accidental , , 800-241-6103

Death Insurance (Harvey Watt & Co

mpan

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Editorial

Submitting article/photo

; advertising informa

tion

920-4264825, . , , , FAX 9204264828

EM Aviation Foundation

Artifact Donations , , . , , , 920426-4877

Financial Support , . , . . . . . . 800-236-1025

MEM ERSHIP INFORMATION

EAA

Membership in the

Expe

rimental

Ai

rcraft

Associ

ation,

Inc.

is $40

for

one yea

r

induding

12 issues

of

SPORT AVIATION. Family membership is available

for

an additional $10 ann ua

lly.

Junior Membership

(under

19

years of

age

) is available at

$23

annually.

All major credit cards accepted for membership.

A

dd $16 or

Foreign Po

stage,)

VINTAGE AIRCRAFT

ASSOCIATION

Curr e

nt

EAA members may join th e Vintage

Aircraft A5sociaton and receive VINTAGE AIR

PLANE magazine for an add itional $36 per

year.

EAA Me

mbership,

VINTAGE AIRPLANE

magazine and one year membership in the EAA

Vintage Aircraft Association is available for $46

per year (SPORT AVIATION magazin e

not

in

cluded). (Add 7 or Foreign Posta

ge,)

Division is available for $50 per year (

SPORT

AVIATION

magaZin e

not included

). (Add $10

for Foreign Postage,)

WARBIRDS

Current

EM

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EM

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birds of Am erica Division and receive WARBlRDS

magaZine for

an

additional $35 per year.

EAA

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sio n is

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for $45 per year (SPORT

AV

IATIO

N magazine

not

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$7

for

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EAA EXPERIMENTER

C

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ent

EAA members

m

ay receive

EAA

EXPERIMENTER

ma

gaZ ine

for

an

additional

$20 per year.

EM

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and EAA

EXPERIMENTER
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32/36

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caringlug

ga

ge01 simplygl'cat foraround

thetownactivities .

Com

es inoli

ve

or

khaki (not shown) .

f.CoffeeMug

. . .

V002

:l4


33/36

i.

This da rk navy knit sweater has

cotton patches at

th

e shou lder a

nd

elbows

and

sports the Vintage

logo.

sm

V00516.

md

V10523

Ig V10524,

xl

V10525.

xxi V00517

Leather

Bags

from

Vintage Aircraft

embossed logo gl'aces each of

fin ely CI'afted .

ge

nuine leather

bags. which come in

eit

her tan

or

black.

h.

Leather Pocket

Bag. .

V00512 $46.95

Co

nvcnient phone/sunglass pocket

make this bag a definite accessory.

Approximate size: 9 h x 6 w x 3 d

i. Leather Bakpak

$49.95

tan V00498 black V0051 1

Pe

rFe

ctly sized with convenient

zippered pockets on the inside and

outside. Approximately: I I h x 9w x 4.5 d

j.

Leather Pouch. . . . . . . $21.95

rnn

V00584 black VOO513

Flapped . soft leath

er

bag

has

shoulder

strap. Approximate size: 7.5 h x 5 w x l.5 d

k. Leather Briefcase $79.95

rnn

V00497 black V005 10

Crafted with a rich design. this case has

severa l

in terior pockets and goes from home

to the boal'droom in style. Approxi

mat

ely

12h x 16 w x 4.5 1

I.

Golf Shirts . . . . . . . . . . $31.95

The Vintage logo go

lf

shirt is yo ur versatile.

comfortable. 100% combed cotton sport

shirt for almost eve ry activity.

Seagrass

sm

xl

V00538

V00541

md

2x

V00539

V00542

Ig V00540

Ig V00545 xl VOO546


34/36

o. Vintage Caps

$12.95

Chooseaco

lor

andstyle

to fityour

personaltaste.

Stone

.

100225

Royal

Blue

100355

Khaki(notshown)

\100356

Olive

(nulsho\\n)

\100357

Red

100359

Maroon

100438

Redw/nalY (notshown) \100361

Khakiw/nal'Y 100439

Yellowwlnavy

100435

Natural

wIred

(notshown) \100436

Red

w/black

100437

p. Youth Camo

Shirt $19.95

Sport

shirt

features fourbuttonedpock-

etsandVintageLogo.Made

of

65%

1)0Iy/35%cottonandismachine

washable.

Youth

sizes:

sm

\100609

IlId

Ig

\100611

xl

q. Ladies Scoop.neck

ee

8 m

\110485 $49.95

GenuineAustriacrysta lsoutlinethe

Vintagelo

go on

thisnavySpOt tee.

95%

cotton/5%

spa nd ex

fabl'icholdsit's

shapeandkeepsyoucool.

r. Select Bound Vintage Volumes

Limitedquantities

of

Vintagebound

volumesareavailable.

1990and

berore

$25.00

After

1990

$30.00

s

Youth Flight

Jacket

$38.95

Thisclassicjacketissizedforyou ng

people.Madc

of

nylonwithknitco

llar

,

cuffs,

and

waist.Sports

an

orangeliner.

Youth

siz

es:

vintage airplane - nov 2001

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