STRAIGHT AND LEVEUButchjoyce 2
VAA NEWS! CALENDAR! H.G. Frautschy
SPORT PILOT FOR THE VINTAGE AIRMAN!
Earl Lawrence 7
MYSTERY PLANE! H.G. Frautschy
IT STARTED OUT AS AN ANNUAU
Budd Davisson. 13 SUN 'N FUN 2001/ H.G.Frautschy 21
A UNIQUE EXPERIENCE! EvCassagneres
26 PASS IT TO BUCK! BuckHilbert 27 NEW MEMBERS 28 CALENDAR CONTINUED 30 CLASSIFIEDS
Execlitive Director, Editor
HENRY G. FRAUTSCHY
VAA A dministrative Assistallt
JOHN UNDERWOOD BUDD DAVISSON
A rt/Photo Layout
JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE
A dl'erlisillglEditoriai Assistant
ON THE COVERS Front Cover .. . In 1935, Franklin "Hank" Kurt was flying this 1932 Waco UEC for The Viking Flying Boat Company in New Haven, Connecticut. John Swander restored this vintage cabin biplane to its former glory and was awarded a gold Lindy after it was selected as the Grand Champion Antique of EM AirVenture 2001 . Ryan aircraft historian Ev Cassagneres had a unique experience with this very airplane many years ago. See his story on page 21 . EM photo by Jim Koepnick, shot with a Canon EOS-1 n equipped with an 80-200mm lens. Back Cover ... "If we just fixed this up.. ." How many of us have started an annual saying those very words? The John Bragdons (Senior and Junior) of Lakeland, Florida thought they'd just fix up their 1962 Cessna 210, but got very carried away. See the story starting on page 8 for more on this Sun 'n Fun 2001 Best Custom Contemporary award winner. EM photo by Lee Ann Abrams. or both photos, the EM Cessna 210 photo plane was flown by Bruce Moore.
SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
This summer puts us only two and a half years away from December 17, 2003, the 100th anniversary of the flight by Wilbur and Orville Wright near Kitty Hawk, North Carolina . Have you ever wondered what was going though their minds at the time? Did they do it because they had a burning desire to be first and did the two brothers have the same motivation? Did they expect it to become a business, or were they primarily interested in the process of discovery? Can we today actually apply our mental logic of 2001 to the logic that prevailed in 1901? I am sure that there are those of us out there that are better educated about the Wright Brothers than I am that can shed some light on this subject, so let us hear from you. There are so many questions that come to mind when thinking of their work. Thankfully, there are a number of books on the Wrights, and I'm certainly going to bury my nose in a couple of them to learn more about that amazing time. There's another way to learn more about the Wrights, and that's to keep abreast of the happenings with EAA's Countdown to Kitty Hawk and their partnership with Ken Hyde and the Wright Experi ence. The Wright Experience is researching and building a 1903 Wright Flyer which will be the only replica flown at the Wright Brothers' National Memorial on the 100th anniversary, in conjunc tion with a gala celebration that will take place on that day. Before we get to that point, there's plenty of work to be done by Ken, EAA, and many others who are excited by the history of this event. At AirVenture, there will be a special pavilion to house ex hibits and Each year at the AirVenture in Oshkosh you can check out the progress the Wright Experience has made as they research the work done by the brothers, and strive to build the most accurate flying replica ever made of the 1903 Flyer. There will be exhibits with gen uine Wright artifacts, historical reproductions and other materials that will continue to tell the story of the Wright's achievements. Be sure to visit the Countdown to Kitty Hawk pavilion, located just to the north of the control tower at Wittman field . (For those of you who have been attending the convention for a number of years, it was known for a long time as the south exhibit building.) In this issue of Vintage Airplane you will find the biographies of the individuals who are running for election so they may serve as officers and directors of your Vintage Aircraft Association. I would like to thank these dedicated volunteers for their year 'round in volvement. We also welcome two new advisors to the Board of Directors. They are Steve Bender of Roanoke, Texas, and Dave Clark of Indianapolis, Indiana. Advisors serve at the pleasure of the Board of Directors and are appointed for a two-year term. The Board's advisor committee can reappoint them for additional terms after a review. The advisors serve as consultants to the board, but do not have a vote. We have only four positions on our board for advisors. We are in the process of formalizing the appointment process for advisors, and have in stituted the following procedure. In order for an individual to become an advisor they must petition the board. This petition is then given to the advisor committee for review. The committee re-
ports to the board, the potential advisors are allowed and encour aged to speak to the board concerning their qualifications; then the board of directors casts their vote. I receive a number of phone calls, letters and e-mails each week from members who ask for technical information, submit their ideas on VAA matters, and ask questions regarding VAA operations. 1 recently received this note from a member, who asked the follow ing: "Of the dues that members pay to belong to the Vintage Aircraft Association, how much is spent for the VAA operations at AirVen ture Oshkosh each year?" While we do have expenses operating the VAA area of the con vention site, we rely on merchandise sales during the show and sponsors to help with this expense. The two largest expenses the VAA has during convention are the participation plaques we give to those that bring and display their aircraft. This plaque is given free to VAA members; nonmembers have to pay for their plaque if they wish to have one, or they have the option to join with you in supporting the VAA by signing themselves up as members. Second, we also pay for the awards below the Lindy category that are given to award-winning Vintage aircraft. In the past, we have not had a requirement that an award win ner be a VAA member, they only needed to be an EAA member. Recognizing that was unfair to those who pay dues and support the division and its activities, we've changed that requirement. In order for a vintage aircraft to be judged and potentially receive an award, the owner will have to be a member of the Vintage Aircraft Associa tion. The division and its volunteers staff the parking area for vintage airplanes and all of showplane camping as well. Given their dedication and willingness to lend their support each year in the form of dues, we believe it's only right that those who wish to avail themselves of VAA benefits should also be members of the division. I think it is important to point out that the VAA does not re ceive any income at AirVenture from gate receipts, aircraft registration, or aircraft camping. So where does the dues money go each month? Dues money is spent on membership services, Vintage Airplane (our single largest expense), and operations through out the year. We welcome any inquires regarding our operations and other matters. There are several areas in which you as a member can be of help to the VAA. You can continue to encourage your friends to join up with us so they too can enjoy flying the Vintage "banner." The more members we have, the stronger the voice we have in dealing with the FAA regarding aging aircraft issues. Another great way to contribute is to send articles (especially good technical write-ups) to H.G. for inclusion in the magazine. We really are a membership sharing organization-let's continue to help each other by sharing information. Do you have a business or service that would benefit by doing business with fellow VAA members? Advertise in Vintage Airplane. We have the Vintage Trader section and display ads. We even have a new classified display ad priced at a very effective $20 per inch per issue. That's a pretty inexpensive way to get the word out about your product or service to nearly 10,000 people. Let's all pull in the same direction for the good of aviation. Re member, we are better together. Join us and have it all! ~ VINTAGE AIRPLANE
compiled by H.G. Frautschy VAA ELECTIONS
In the center spread of this issue you'll find candidate biographies and a ballot for this year's VAA elections, which will be ratified at the annual business meeting held during EAA AirVenture Oshkosh. Notice is hereby given that an an nual business meeting of the members of the EAA Vintage Aircraft Association will be held on Monday, July 30, 2001, at 9:30 a.m. CDT in the tent n ext to the VAA headquar ters (the Red Barn) during the 49th annual convention of the Experi mental Aircraft Association, Inc., Wittman Regional Airport, Oshkosh, Wisconsin. Notice is hereby further given that the annual election of of ficers and directors of the EAA Vintage Aircraft Association will be conducted by ballot distributed to the members along with this June is sue of Vintage Airplane. Said ballot must be returned properly marked to the Ballot Tally Committee, Vintage Aircraft Association, P.O. Box 3086, Oshkosh, WI 54903-3086, and re ceived no later than July 20, 200l. The Nominating Committee submits the following list of candidates: for Vice President, George Daubner; for Treasurer, Charlie W. Harris; for Di rectors (8 total), Bob Brauer, Dave Bennett, John S. "Jack" Copeland, Philip Coulson, Roger Gomoll, Dale Gustafson, Eugene E. Morris, and Wes Schmid. Pursuant to EAA bylaws, the an nual business meeting and elections for the Experimental Aircraft Asso ciation (EAA) will be held at the Theater in the Woods at 1:30 p.m. COT on Sunday, July 29,2001, at Wittman Regional Airport, Oshkosh, Wisconsin, during EAA AirVenture Oshkosh 2001 to be held July 24 through July 30. A I R VE NTURE NOTES
Ford Tri-Motor It seems hard to believe, but it's 2
true. When you come to AirVenture, you'll see the only flying Ford Tri Motor you can buy a ticket to ride in. Insurance costs have been cited as the main reason other operators have chosen to ground their ride hopping operations. If you really want to taste, smell, and hear early aviation, a ride in EAA's Ford is one of the neatest ways to do it. During EAA AirVenture, you can purchase your ticket at the booth located at the north end of the flight line, just to the south of the warbirds area. If you prefer to visit the EAA AirVen ture Museum during the summer and fall, the Ford operates eve ry weekend until the end of October. Flights cost $25, one of the best ride bargains around, and one yo u can't get anywhere else! ADDI TI ON TO LINDBERGH EXHIBIT
A rare and fascinating private col lection of memorabilia saluting Charles Lindbergh is on special dis play at the EAA AirVenture Museum through August l. The display, part of the extensive collection owned by Rosemary Zuern of Oshkosh, highlights the museum's current in-depth exhibit on Lindbergh and his solo trans-At lantic flight in 1927. Zuern's collection of approximately 3,000 individual pieces is the result of more than four decades of collect ing items celebrating Lindbergh's aviation achievements. "Charles Lindbergh's flight truly captured the imaginations of people around the world like few other events during the 20th century," said Adam Smith, director of the EAA Air Venture Museum. ''It is not unrealistic to say that the outpouring of souvenirs, music, toys, and other memorabilia honoring Lindbergh was one of the first instances where the full force of modern con sumerism and mass media combined to create a market that became bigger than either the person or original event." Among the items on display from Zuern's collection will be:
• A 1927 "Welcome Home, Lind bergh" banner, one of just two known to exist • Dozens of commemorative pins, buttons, and medallions honor ing Lindbergh's flight • Spirit of St. Louis chocolat e molds • Bottles of Lindbergh perfume, still in the display rack • Lindbergh busts, plus dozens of toys and models of the Spirit and Lindbergh These items will complement EAA's collection of Lindbergh items, highlighted next to the main dio rama of 1927 Paris beneath EAA's first Spirit of St. Louis replica. Be sure to visit the EAA AirVenture Museum during your trip to Oshkosh, but don't delay. The special exhibit is on display only until August I! AIRVENTURE PLANNING
As you make your plans for your summer trip to EAA AirVenture Oshkosh, go to www.airventure.org for up-to-date information regarding convention highlights and events, including a comprehensive listing of forums presented throughout the week. New features and tools are be ing added to the website on a regular basis, so be sure to check back often. PROTECT OUR PLANES
We've heard concerns expressed over the past few years about the conduct of members and other visi tors around airplanes on display during AirVenture, and to address those concerns, EAA has instituted a new volunteer program designed to educate those on the flight line, be they first-time attendees or regular visitors. When venturing onto the AirVen ture flight line, visitors should be aware of EAA's established safety rules designed for their protection and that of airplane owners and their aircraft. A new volunteer effort, Op eration P.O.P. (Protect Our Planes), was created this year to help heighten awareness of these rules: • No smoking on the flight line or in the vicinity of any aircraft. (Smok
ing is also not allowed inside any public building/structure on the con vention grounds.) • No food or drink within 10 feet of any aircraft. • No coolers are allowed on con vention grounds (except campers with permits). • No handling/touching of aircraft except with owner/crew permission. EAA created Operation P.O.P. in response to last year's AirVenture sur vey that showed smoking and food/beverages near flight line air craft were a concern of aircraft owners. Hundreds of green-vested Operation P.O.P. volunteers will be highly visible along the flight line and other areas, politely reminding attendees to observe EAA etiquette. Operation P.O.P is the largest group effort ever created to address this issue. EAA also has added addi tional signage and garbage receptacles strategically placed on the flight line. "EAA members are known for their generous spirits-sharing their knowledge of homebuilding, giving a youngster a Young Eagles ride, dis playing their aircraft at AirVenture," said Operation P.O.P. chairman Noel Marshall. "When members bring their flying works of art to share with others, we need to respect their gen erosity. If a visitor were attending a classic car show, they wouldn't dream of touching or picnicking around someone's prized possession. Our presence is to remind attendees to af ford our generous members the same courtesies. By our presence, we want attendees to 'think green and keep the grounds clean .'" Want to be an Operation P.O.P. volunteer? Approximately 300 Operation P.O .P. volunteers working in four hour shifts are needed to help safeguard the flight line, internal se curity pOints, and gates. Mandatory daily briefings will be held at the Theater in the Woods, at 7:30 a.m. for the morning crew and at 10:30 a.m. for the afternoon crew. Operation P.O.P. is a great volun teer activity for the whole EAA family, ages 14 and up. Those inter
ested in joining should e-mail chairman Noel Marshall at email@example.com. Also, if your EAA Chapter is interested in joining Oper ation P.O.P., please e-mail Brenda Anderson at banderson@eaa .org. You can also volunteer by visiting the VAA volunteer center located on the corner northeast of the VAA red barn headquarters. Anna Osborn and her crew will direct you to the right spot so you can join in "Protecting Our Planes."
VAA ADVISORS APPOINTED
Dave Clark, Indianapolis, Indiana, and Glenn "Steve" Bender, Roanoke, Texas, have been appOinted as advi sors to the VAA Board of Directors. Dave and Steve have served the mem bership as volunteer judges for many years, and they bring a wide range of technical and flight experiences for the board to draw upon to enhance our programs and services. We look forward to their input. ......
Fly- In Calendar The following list ofcoming events is furnished to our readers as a matter ofinformation only and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars,fly market, etc.) listed. Please send the information to EAA , All: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be re ceivedfour months prior to the event date. JUNE 8-9 - Akron, OH - Funk Aircraft Owners Assoc. 2nd Ever Reunion and Fly-In, Akron-Fulton Airport. Info: 3021674-5350. JUNE 8-10- Gainesville, TX Municipal Airporl (GLE) - Texas Ch., Antique Airplane Assoc. 40th Annual Fly-In. Info: Jim 8171429-5385, Don 817/636-0966, or Janet 8171421-7702. JUNE 8-10- Columbia, CA (022) - Bellanca-Champion Club West Coast Fly-In 2001. Hard surface runway, full FBO services, on-airport camping, nearby lodg ing, many natural & historic sites, BBQfor early an'ivers, awards dinner, roundtable discussions & seminars. Advance registration strongly encouraged, forms , lodging available on web: www.bellanca championclub.com, phone: 661/942-7149. JUNE 9-Elba Municipal Airporl, AL (l4J) - Ch, 351 hosts Fly-In, 8 a.m. - 4 p.m. Fly marketJood, early arrivals welcomeJree transportation to local motels, under wing camping permit/ed, restroom available in temlinal, Young Eagles. No rain date. GPS Coordi nates.' 31-24-59N 86-05 -33W. Info: Mike 3341897-1137. JUNE 9-10 - Petersburg-Dinwiddie, VA - Virginia State EAA Fly-in, at Dinwiddie Cty Airport (PTB) . Air show & pancake breakfast each day. Homebuilts, an tiques, classics, ultralights, powered parachutes and warbirds welcome. Forums, vendors,fly-mart, un der-the-wing camping. Info: 8041358-4333 or visit lVlVlV. vaeaa.org JUNE 9 - Salisbury, NC - Rowan Co. Airport (RUQ) Boys & Toys All Day Airport Fun Day. Breakfast at 7:30, Young Eaglesj/ights, aircraft, car, camper, boat, motorcycle static displays. Goodfood all day. New Cessna 2001 display. Funforall ages. Info: 336/752-2574 or firstname.lastname@example.org. JUNE 10 - Sugar Grove, IL (KARR) - 17th Annual Au rora AirExpo sponsored by Fox Valley Sport Aviation Assoc.- EAA Ch. 579 and Aurora Municipal Airport. Antique, Classic, Homebuilt, and Warbird aircraft static displayljlight demos. Pancake breakfast 7a.m. noon. Lunch served Noon- 3p.m. Free breakfastfor pilots j/ying in with afull airplane. Fuel discount for j/ight demo pilots. Free parking and admission. Info: Alan 6301466-4579. JUNE 14 - 17 - St. Louis, MO - American Waco Club Fly-In at Creve Coeur Airport. Info: 6161624-6490 or 3/7/535-8882. JUNE 16-LaGrange, OH -EAA Ch, 255 's 7th Annual Fly-InIDrive-In Pancake Breakfast, 8 a.m.- 1 p.m. Harlan Airy,e/d (92D) Info: Dale 4401355-6491. JUNE 17 - Somerset, PA - Somerset Aero Club 59th Annual Fly-In Breakfast, Somerset Cly AP(2G9) Breakfast 8-Noon. Free breakfast to pilot ofeach in coming aircraft. Chicken BBQ Noon-3 p.m. Held in can}. with Antique Club Car Show. Info: 8141445 5320.
-continued on page 28 VINTAGE AIRPLANE 3
Dear H.G., I really enjoyed the article on the four-place T-Craft in the April issue of Vintage. As the title says, it is al most an "unknown." When I wrote my Taylorcraft book back in 1992, I couldn't find out much about them, although I interviewed Ben Mauro (not Morrow) over the phone several times. He had a fair amount of in formation on the Model 20 , which he sent, but not much on the 15. I do remember he hired e.G. Tay lor to come over from Alliance to clean up the Model 15 design, and thus saved about 150 pounds. Now that spring is here, I will be rolling out my T-Craft DC-65 (L-2) for some fun flying. Keep up the good work. Yours truly, Chet Peek Norman, Oklahoma M ORE STAGGERWIN G GEAR NOTES
In 1952 I bought a rebuilt Navy GB-2 (D-17-S) with a fr esh license and new linen. It was a June 1944 model, N67677. I had it for 11 years until it ran out of fabric. I think it was serial number 6224. I have just read the part of your ar ticl e on the gear retraction. If I remember right, I would start the re traction and start to also turn th e retraction handle to the idle posi tion, so I did not mess up the gears. I think there was an inch of play that would allow the crank handle to be 4 JUNE
pulled out from the wall to engage the retract gear. My memory tells me that in cold weather, if the gear slide tubes were dry from lack of graphite, the gear retraction would get slow
a pilot who worked in the "OIL PATCH"! I am sure that most of your readers have no idea what a "wash pipe" is. Being former oil patch trash (a retired Petroleum En gineer), I certainly know what it is, and it is huge and heavy! I find it very remarkable t hat the Cub would fly with that item, and almost re markable that Schroeder even tried to get it into the air. The article reminds me of the time I found it necessary to move a heavy specialty "packer" from Kansas to the Texas Gulf Coast on very short no tice. This item was 5" in diameter; 6 feet long, and weighed approxi mately 600 pounds. I removed the co-pilot's seat and both rear seats from my Arrow III, fashioned a
and almost stop, so I would help the gear by starting to crank the handle in the direction of retraction. While cranking at the guessed-at rotation speed, I would pull the crank out about 3/4" from the wall, which would let the gears mesh. The action was just as if I was manually retract ing the gear. I did this all the time and I never had any trouble with the ~~~ilfij~itli gears. I just had to be sure I was . . . cranking before moving the handle out from the wall. It worked slick all the time. It did not seem critical to have the crank speed exactly right, but that the gear handle was moving at least near the mesh speed. I never oiled the slide tubes, but wooden cradle for the packer, se rubbed them with powdered cured it to the cradle with metal graphite. straps, then maneuvered the entire This plane was a wonderful air package into the right hand side of craft. Full rudder slips while steering the Arrow cabin. I secured it firmly with the ailerons were great. With an with the front, rear, and baggage AT-6 you have to hold 100 mph to belts, and off we went toward Con keep from doing an outside loop roe, Texas on an IFR flight plan. As I when the slip blanks out one of the neared the south Texas area, I en elevators, but not the Staggerwing. countered IFR conditions, but was I'm 84 now and have had 63 years able to make a safe and easy NOB ap as a pilot-the Staggerwing takes my proach to Conroe. It required a well first prize! servicing crew of four men to care Walter E. Best fully unload the "freight". We learn to use "field expedience" Indianapolis, Indiana in a lot of "oil patch" work. SUPER CUBS AND WASH PIPE Dale P. Jewett Well, finally we have an article by Hutchinson, KS .....
SPORT PILOT FOR THE
What does it mean for you?
By Earl Lawrence
EAA Vice President of Government & Industry Relations
any have asked how the pro posed new sport pilot proposals may affect the owners of vintage air craft. For most of you, it will not impact you to any great extent. For the own ers of early Piper J-3 Cubs, the Piper PA-15/17 Vagabond, the Erco up e 415C, early Luscombes, and the Aeronca 7AC Champ, it will provide some additional privileges. Remember, this is simply a proposal at this time. It is not yet a rule. In fact, as of this writing, it hasn't yet been published as a Notice of Proposed Rulemaking (NPRM) in the Federal Reg ister. First and foremost, there is no de-certification of any aircraft to be flown by a sport pilot. Sport pi lots may fly any aircraft from any category, e.g., amateur-built, exhibition, standard, primary, or light sport plane. The requirement is that the aircraft must weigh no more than 1,232 pounds gross weight and have a stall speed equal to or less
than 45 mph. However, the new li ght sport plane category will allow manufac turers to build replica vintage aircraft without having to obtain a
standard type certificate or production certificate. For example, a company could get production approval from the FAA to make a replica aircraft patterned after the J-3. They could sell a com plete airp lane for far less than what the original is worth today because they would not have to have flapproved parts." To fur ther contain expenses, the owner of such an aircraft could attend a simple one weekend course to receive a repairman's certificate that would allow him or her to maintain and ap prove the annual for th at aircraft. Currently, the repair man's certificate is limited to allow work on aircraft registered in the experi mental and special airworthiness categories. The certificate would not necessarily provide for privileges such as overhauling the engine, but it could cover removing and replacing components as in structed by the manufacturer. More common to our type of opVINTAGE AIRPLANE 5
eration will be this example. Most of us hold a valid private pilot's certifi cate and third-class medical. How does one become a sport pilot? By getting a logbook endorse ment, just l ike you would for operating a tailwheel-equipped or high-performance aircraft. To do it, you'll take your airplane that meets the limitations for operation by a sport pilot (1,232 pounds and 45 mph stall speed, per the aircraft's type certificate data sheet) to a sport pilot instructor and show your proficiency in the aircraft to the instructor. They can then sign you off. Why would you become a sport pilot? Are you one of the many pi lots who have to deal with the hassle of obtaining a special-issuance med ical certificate every year? Perhaps you just don't like having to make time for the exam and spending sev eral hours of gas money for your medical. You don't plan on doing anything more than flying day VFR, and you really don't need a third class medical to certify your fitness for flight. The proposed medical re quirement for a sport pilot is a third-class medical or a valid U.S. state driver's license. It's simple, and you don't have to worry about re membering if you have your medical on you-most of us always have our driver's license. What if you were denied a third class medical in the past? Can you still be a sport pilot? Yes! FAR Part 61.53 (b) says " ... a person shall not act as pilot in com mand, while that person knows or has reason to know of any medical condition that would make the per son unable to operate the aircraft in a safe manner." It does not say any thing about not qualifying for a higher medical certificate, such as a third class. Please remember, you still have the ultimate responsibility in deter 6 JUNE
mining your fitness for flight on any give day, whether you do or don't hold a valid medical certificate. If you're on medication that inhibits your ability to fly or have some other unresolved medical condition that could cause you to be quickly incapacitated, you still have the re sponsibility to ground yourself, for the safety of yourself, your passen gers, and those on the ground . That's never changed, and it won't with the additional privileges of the sport pilot program. Here are the details of the pro posed sport pilot certificate: AIRCRAFT
1. Maximum gross weight: 1,232 pounds 2. Stall-Landing configuration: 39 knots (45 mph) or less 3. Stall-Cruise configuration: 45 knots (52 mph) or less 4. Maximum normal cruise speed: 115 knots (132 mph) 5. Two-place maximum (pilot and one passenger). 6. Day VFR only. 7. Can be manufactured and sold ready-to-fly without FAR Part 23 compliance. 8. Can be certificated as experi mental if kit- or plans-built. 9. Can be certificated as experi mental "light" if it was previously kit- or plans-built (ultralight trainers, etc.). 10. Owner can maintain (for exper imental and special airworthiness aircraft). 11. Will have FAA registration. 12. Should be insurable and wel come at most airports. 13. An A&P mechanic can do an nual inspection. With special training, a repairman 's certifi cate for experimental and special airworthiness aircraft will be available. 14. Rotorcraft/helicopters are not included under the proposal.
1. Creates new sport pilot certificate. 2. Training and FAA tests will be required. 3. Ultralight training and experi ence can be credited toward sport pilot certificate. 4. Training period is substantially less than for private pilot certifi cate, probably about 20 hours total. 5. Time can be logged for further ratings. 6. Third-class medical or state dri ver's license reqUired. 7. Controlled airports accessible with advance permission (phone or radio). 8. Not for hire. 9. Day VFR only. 10. Recreational, private, and com mercial pilots can easily convert to sport pilots. 11 . Can fly some vintage produc tion aircraft. INSTRUCTORS 1. Instructors may use ultralight ex
emption experience. 2. Ultralight instructors can easily convert to sport pilot instructors. 3. Changing type of aircraft is a log book sign-off within sport pilot-eligible aircraft. 4. Current CFIs require only log book sign-off to become sport pilot CFIs. MAINTENANCE 1. Owner maintenance.
2. For experimental and special air worthiness aircraft, owner may get repairman's certificate to do an nual inspection with appropriate training and testing on specific make and model. Not for hire. 3. More extensive training can lead to general repairman's certificate (sim ilar to an A&P mechanic who has an inspection authorization [IA]). This would be for operations such as dealers, manufacturers, etc. . . .
This month's Mystery Plane is a fun one submitted by VAA Chapter l's Shelly Decker. Many of you will know it, but it's still an airplane that generates a lot of comments that sound like: "I know I've seen a pic足 ture of it before, but just what is it?" Send your answer to: EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than July 5 for in足 clusion in the September issue of
by H.G. Frautschy
You can also send your response via e-mail. Send your answer to
email@example.com. 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. March's mystery puzzled a num足 ber of you who were close with your answers. Both Marty Eisenmann and John DeWan knew it was the Ben Jones S-125. Marty enclosed copies of the late Joe Juptner's write-up in his book, T-Hangar Tales, as well as copy of an advertisement for the S足 125. It was powered by the Menasco C4-125 of 125 hp, with a wingspan of 21 feet and an empty weight of 1,125 pounds, and a maximum gross weight of 2,000 pounds. Neither the
S-125 nor its faster Sibling, the S-150, were ever put in production or issued CAA Type Certificates.
Thanks to Wayne Muxlow, John Kidd, Ed Kastner and Loren Schiebe for their answers. .....
VINTAGE AIRPLANE 7
ere's an eye-opener for at least half of the folks reading
this. Unless you're past 40 years old, we weren't around
when the Bragdon's Cessna 210 was built. Here's an
other little time fact that'll bring you up short. Yes, we're 40 years past the birth of what most of aviation think of as a fairly mod ern airplane, but when that airplane was built, Stearmans had been out of production for only 15 years. Yeah, we know. There are a bunch of punk kids out there, those in their 30s and early 40s, who are saying, so what? The 210 is an old airplane. The rest of us who are more seasoned have a difficult time accepting that. As young Bobby Zimmerman (that's Dylan to the young folk) used to say, liThe times, they are a changing." Yeah, and with lightning speed. The 1960s were a decade of change in just about every aspect of our cul ture, even aviation. For one thing, during the 1960s Piper finally quit building fabric airplanes and started building a low-wing airplane, the
Cherokee, which was considered pretty revolutionary for a trainer. Cessna never made that radical of a departure from their norm, but when they saw the Bonanza and then the Comanche garnering increasing sales because of their retractable sophisti cation, they just had to have a piece of the action. So, using their trusty C-182, which by that time was only four years old, as a platform, they de signed and built the 210. If they had done it today, it would have proba bly been tagged the 182RG, but that two-letter moniker hadn't been in vented yet, and they wanted to
by Budd Davisson 8 JUNE 2001
clearly set the new airplane apart from the others. With a high-wing airplane, you don't have a lot of options as to where to hide the landing gear, so the general configuration of the gear was a foregone conclusion. However, the fuselage-mounted retractable gear was a daring concept that re quired some innovative mechanics. The mechanical aspects caused a few teething problems, but the concept of an airplane that felt largely like a 182, but had a retractable gear, caused more problems. Folks just weren't used to having to put the
photos by Lee Ann Abrams
(Inset Left) The detailed engine compartment would give a hot rodder a run for his money at any car show. The Bragdons spent many hours carefully routing wires and fluid lines. Look closely at the fittings near the firewall, and you can see the use of a paint marker on each fit ting. If the paint cracks, you know instantly that the fitting has loosened. (At Right) Even the wheel wells received first class treatment, with the interior of the doors polished to a high luster.
gear down, so more than a few of the airplanes were greased in on their bel lies, which caused later generations of airplane owners varying degrees of heartburn. If you don't believe that, talk to the Bragdons, John Jr. and Sr., of Lakeland, Florida. "We got the airplane in 1991 simply because 'the kid' wanted a retractable gear airplane," says John Sf. of his son, who is at least as old as the airplane. "It was a flying airplane and appeared to be in really good shape, and the log books showed no damage history. But, of course, that's only paper." The Bragdons had been an airplane family almost from day one. "I was the first student pilot to solo an airplane 10 JUNE
from the new Tallahassee. That was in 1961," John the elder says. After getting his private pilot certifi cate, he went through a series of airplanes including three 172s, span ning 1956 to 1973 models. He also owned a late model Great Lakes and had an interest in a BD-4. By then he had a family, and naturally the flying bug rubbed off on John the younger. "I was heavy into radio-controled airplanes," John Jr. says, "and I flew a little of everything. I had the usual RIC trainers, but I also built and flew jets and aerobatic pattern ships. All of that came to an end when I got interested in real airplanes." He started flying Dad's airplanes,
but then decided, as his father points out, it was time for something more sophisticated. It was time for a re tractable gear. Since they'd had a number of Cess nas, it was natural for them to stick with a known breed, which meant their retractable airplane had to be a 210. "We looked at a bunch of air planes," John Jr. says, "and this one looked pretty good. It had the usual rash and faded paint you'd expect for an airplane that, at that point, was 31 years old, but the price was right. The engine had 1,300 hours on it, and we figured it would run for quite a while longer before needing overhaul." He laughs a little and says, "And
then we decided to do the first annual on it." " I was in the process of checking the gear when I began noticing a lot of Cherry Max blind rivets right around the gear area," JohnJr. re members. "Even the gear doors were 'Cherry-Maxed' onto the hinges, and I knew that wasn't right." The Bragdons got down on their backs and started looking closely at the bottom of the airplane and didn't like what they saw at all. "Practically the entire bottom of the airplane was held together with blind rivets, especially right around the gear and on the bottom of the cowling," John Jr. says. "I could actually spin some of the rivets with myfingers be cause they weren't holding anything!" He knew this also wasn't good. The more they looked, the more they found they didn't like, and the more they realized the logbooks were a piece of masterful fiction: this airplane had been on its belly, and whoever had done the repairs was only inter ested in getting the airplane back into the air, not in doing the job right. About that time, we decided to do the airplane as good as we could do it," John Sr. says. "We decided the only way to approach it was to take it entirely apart and fix everything that wasn't the way it should be, which turned out to be much more than we imagined. If I had known what we were going to go through, I would never have bought this airplane. Now that it's done, however, I'm glad we did. At least we know exactly what's in it." Beginning at the back, they had to re-skin part of the horizontal tail and replace part of the leading edge be cause of what looked like a serious bird strike. This included removing the rubber boots on both sides and re placing them. The tip caps on the tail were all fiberglass and had the usual collection of cracks and crazing, which meant they had to work hard at glu ing the cracks and filling them so they were invisible. "Fortunately, when we stripped the back half of the fuselage, we found the metal to be in excellent condition . II
People have asked why we didn't just polish it then, and I point at the in side of the gear doors, which we had already polished. By that time we had learned that rebuilding an airplane is enough work without the further work of polishing it," John Jr. says. They stripped every single thing out of the airplane, including the inte rior, wiring, and glass, and set about replacing it all. But they couldn't do the cosmetic stuff until they had taken care of some serious structural areas. liThe skins around the doors all had to be replaced. Whoever had done the work just didn't seem to care where the holes went. Everywhere they had done sheet metal work on the airplane there were rivets that missed the struc ture, holes that cut halfway through other holes, and holes that just nicked the edges of flanges," he says. lilt was just awful, and the only way we could be sure the airplane was safe was by making sure the same level of crafts manship wasn't repeated elsewhere in the airplane." The lower part of the nose had ap parently taken a pretty good beating during the accident that, according to the logbooks, never happened.
liThe area just in front of the fire wall was really bad," John Jr. says. "In fact, some of the motor mount struc ture wasn't really attached to anything. Holes were drilled all over the place, and the only thing we could do was replace everything ahead of the firewall, including the motor mount structure." They bought another 210 fuselage just to get the skins and structure to repair the nose on their airplane, but VINTAGE AIRPLANE 11
When restoring later model Cessnas, you'd better become adept at working with ABS plastic! The seat backs and the instrument panel overlay all required replacement, since the originals had become brittle and cracked with age. The instrument panel overlay was replaced with a new piece. The white panel was painted black, and an engraver cut through the paint to add the call-outs for the throttle, mixture, cabin air, etc.
even that didn't go as planned. "Apparently the early airplanes had a lot of hand building in them because," he explains, "even though the structure would fit, the lower cowl skins wouldn't because the holes didn't match. We even bought some new skins, and the holes were wrong. So, I wound up making the skins myself and match drilling the holes." When it came to the landing gear, the good news was that the bushings and most of the mechanisms were okay. That couldn't be said for much of the rest of the airplane as the age began to show. "We had to replace both gas tank bladders because, as it was sitting in the hangar, first one and then the other gave up the ghost and started leaking," john says. The early airplanes used a little less plastic then their descendants, but the panel overlay and a few other panels were still plastic. And, they were cracked and brittle. "We sent ours out to a plastic out fit that made new ones for us. They were pure white, so," john Sr. says, "we painted the panel overlay with a special black paint. Then, I copied all of the placards on the old panels and took the photocopies and the new panels over to an engraver. He 12 JUNE 2001
engraved just deep enough to go through the black paint and let the white show through. It took a cou ple of months, but it was certainly worth it." john the younger designed the in terior and rebuilt and replaced the seats himself. "The original seats were broken, so we got a pair of 1963 models and tracks. Even though they would bolt right in, we still had to get an FAA field approval to be le gal," he says. The elder Bragdon had a friend who upholstered classic and antique cars, and he was hired to do the final stitching on the seats. He also in stalled the headliner. The paint scheme on the airplane is obviously not original, but when asked why they didn't go with the original scheme, they pull out a pic ture of the airplane as it came from th e factory and say, "Would you want this paint scheme on your air plane?" The layout was typical Cess na, but the colors fell some where between UPS brown and toolbox green. Not an attractive scheme, and that's being charitable. When they bought the airplane, they were sure the engine would last for several years, but after seeing the kind of work done elsewhere in the airplane, they decided otherwise.
Since the gear-up landing wasn 't in the logbooks, there was also nothing about replacing the propeller or re building the engine. As far as th e logs were concerned, the engine had never had a traumatic day in its life. "We took the engine and prop over to Dan George Aircraft in Or lando for a complete overhaul," john Sr. says. "When they opened it up, they found it was just about to spin a bearing, so we had made the right decision. Then, just like th e rest of the airplane, we replaced just about everything, including new TCM cylinders." They started rebuilding the air plane in late 1991 and got it back into the air during Sun 'n Fun 2000. "We made it to the show for the last day, but at least we made it." The frenzy of activity to get it ready for Sun 'n Fun can be imag ined when it is remembered that the airplane is based just across the ramp on Lakeland Airport. "Now, we have over 40 hours on it and haven't had a single squawk. Not one," john jr. says with obvious pride . The result was obviou sly worth the effort. So, when asked how long the an nual on their airplane took , th ey can honestly answer, a shade over nine years! ....
Chamber of COII_ree.
weather served UD for consumption bJ those who came to enio, the 2001 ed~ l~ _Jil!n of the ~un 'n Fun W FI,-In was just -- --~--- -":""~- ~~~~ ~-F~:-~9u~!-.'4J_virtue of their extend足 .- _ ~- - - ell lIJing -reaso}ffloriJJJ and Jhe lOuth- _ -~~ eastern UniterS-lafes ~" -. .~~!ce: ~~ of great vintage aircraft. Let's-take-a. : - --_ look at lOmiOt those who_chose to _-:. spend some time at Sult-'n.-Fuii ~001. "..~=;:
lJ -:_- -
It isn't too often you see more than one Culver Cadet, but at Sun 'n Fun we saw these two fine examples side-by-side. On the left is Dan Nicholson's 1941 Cadet, serial number 249. The other one is Stan Piteau's airplane, serial num足 ber 292. Dan is from Tomball, Texas. His plane is powered by a Continental C-85, and Stan, who hails from Holland, Michigan, has a 90-hp Franklin mounted on the front of his Cadet.
Friends Dan Dominguez and Chris Wall, from EI Paso, Texas, flew this 1957 Aero Commander around the world. Their airplane, dubbed the Dreamcatcher, was restored by the pair and departed from Rochester, New York, on September 13, 2000, arriving back in upstate New York on December 17. Stopping in the Azores, crossing the Mediterranean Sea, and traversing the Middle East were unnerving, but except for a fuel flow fluctuation on one engine that meant an unscheduled stop at an Egyptian airfield near the Red Sea, the Aero Commander performed very well, as did its crew. At age 22, Dan and Chris carefully planned and flew the ir mission with thou足 sands of schoolchildren virtually looking over their shoulders via visits and lesson plans distributed over the Internet. Dan and Chris are planning on visiting EAA AirVenture Oshkosh 2001 with the Dreamcatcher.
14 JUNE 2001
That big pipe protruding from the cowl of this Pacer is your first clue that this orange hot rod is no ordinary Piper PA-22. Bob Tincher enjoyed flying down from Kankakee, Illinois, with his friend, Dave Schrettl, in this brute, which has a 180-hp Lycoming shoehorned under the cowl. It will take off in 200-300 feet, and the initial rate of climb with one person aboard is 2,800 feet per minute.
Ted Patcell worked for Benny Howard during the beginning of his aviation career and also headed up Monocoupe after the compa足 ny's move to Orlando, Florida. His Howard DGA-15P was chosen to receive the Best WW-II Era Antique award.
"Taxi thataway," points Stewart Churchmin, of Kent, United Kingdom, to the pilot of this Beech Staggerwing.
The "Ercart"? How about the "Coupecart"? No matter what name you gave it, the much-modified Ercoupe mounted on a Cushman golf cart chassis got plenty of attention as it taxied around the grounds. It belongs to Randy Tunnell, P.O. Box 496115, Garland, Texas 75049. Randy calls it the "GolfCoupe." The GolfCoupe features a very effective pub足 lic address system.
VINTAGE AIRPLANE 15
Bar Eisenhauer and the Great Atlantic Aeroplane Company spent the last three years restoring this 1928 Travel Air 2000, updating the engine to a 220-hp Continental W-670. The Bird of Paradise will be used by BAR.-Air for ride hop足 ping all over Florida . Based in Winter Haven, Florida, you can call them at 863足 294-2695 for flight information. The restoration includes a beautiful cockpit, which features a pair of interesting vintage instruments including an early Sperry Gyroscope Company artificial horizon. Lots of attention was paid to the details of this project. Take a look at the exit for the elevator control cable, neatly executed with a laminated ring of wood and a small piece of vinyl fabric.
One of the Contemporary award winners, this Meyers 200 restoration is the handiwork of J. Michael Ara ldi of Lakeland, Florida. Longtime members will remember Mike's fine restoration of a Lockheed 12, and his father's re-creation of the Command-Aire Little Rocket. The Yellow Rose of Texas, a customized Stearman, belongs to C.R. "Russ" Luigs, Bandera, Texas. On the business end of the airplane, a 275-hp Jacobs spins a Hamilton-Standard prop. It was picked by the judges to receive the Best Antique Custom award .
Dave Henry did the spectacular artwork on this 1963 Piper PA-23-150 Aztec, which has been modi足 fied with the Geronimo conversion. It has "Flying Fish Ranch" emblazoned on the engine nacelle and is registered to the Gore Medical Group of Lady Lake, Florida .
Eric Robinson, Kirkfield, Ontario, spent a bit of time keeping up with the polishing on his shiny Republic RC-3X Seabee.
Peter Lloyd and Bill Torso own this regal Stinson SR-10J, selected by the Sun 'n Fun judges as the Contemporary Age (1933足 1941) Antique award winner. They're based in Miami, Florida.
These Cub folks even managed to find matching tents!
At the end of a long winter, a lot of real estate between you and the snowbound North just seems like a good idea. Allan Dunn of Mallorytown, Ontario, brought his nicely rebuilt Cessna 170B down for a little relaxation in the Florida sun.
John Benson flew his Grumman G-44 Widgeon across the United States from San Diego. It's powered by a pair of Lycoming GO-480s.
Marty and Sharon Lochman of New alla, Oklahoma, took home the Grand Champion Custom Classic award for t heir precisely restored and customized Cessna 140.
A porch, a swing, a little shade, and some lemonade
served up by the volunteers from VAA Chapter 1 all com
bined to make the Vintage Aircraft Center a favorite
spot to take in the daily air show.
Greg Davis and Ronnie Cox of Ft. Lauderdale, Florida, spent time restor ing this Piper PA-24-250 Comanche, the medium horsepower version (there's a 400-hp model out there, too!) of Piper's popular retractable single. It won one of two Outstanding in Type awards pre· sented in the Contemporary judging category.
Bob Wyatt and his wife, Susan, motor along in the dawn light with their customized Stearman. The scoop on the side of the fuselage is for the 4S0-hp Pratt & Whitney's oil cooler, which has been relocated aft of the pilot's seat.
James Guest of Merritt Island, Florida, just finished the restoration of his Aeronca Sedan.
Butch Walsh has done it again, this time with a clean restoration of a Stinson 108-2 for Stafford Woodall of Forest, Virginia .
Just after arriving from Hopetown, Abaca, Bahamas, this Grumman G-73 Albatross got plenty of care from the crew. Don Simmonds cleans up the cowl ing before heading off to lunch with his father, Don Sr.
Well, if this is a great looking Waco F-2, then that must be Roy Redman in the cockpit. Roy was in the process of delivering this pur ple and blue Waco QCF-2 to the owners of Mirabella Yachts in Fort Pierce, Florida, but he took the time to share it with us dur ing the week of Sun 'n Fun 2001 . It's pow ered by a 220-hp Continental W670.
The Grand Champion Antique of the 2001 Sun ' n Fun EAA Fly-In is this Stearman, owned by Tim Kirby and Gene Moore of Ocala, Florida. Tim and his daughter, Jillie, fire up the Lycoming and taxi out for the flight home.
20 JUNE 2001
As a child, Ev Cassagneres flew in the cabin Waco recently restored by John Swander
Everett Gladding photo
n the 1930s the New Haven Mu nicipal Airport, in Connecticut, was the annual host to many world-renowned air show aviators. They also held an annual event to celebrate the Fourth of July. For weeks leading up to the event, wooden boxes from local farms would be piled up at the west end of what is today Runway 14, near the still-visible compass rose. Around midnight Oil July 3, the pile of boxes would be set on fire for the largest bonfire one could imagine anywhere. During that evening people from the city would come out to the air port in anticipation of the celebration. And, of course, the lo cal FBO, The Viking Flying Boat Company, would hop passengers in their 1932 Waco VEC cabin air plane-which was NC124 71, sin 3637. The pilot was usually Franklin T. "Hank" Kurt. In 1935 my parents took me there by way of a trolley, and I pestered my father all night to give me my first airplane ride. We had spent our summers about 2 miles from the
Waco UEC, NC12471, at New Haven Municipal Airport, with the number 15 painted on the fuselage for an air tour of New England.
field, at a nearby beach known as West Silver Sands, on Long Island Sound. While playing on the beach I would not miss any of the air planes taking off or landing at the airport. I clearly re member seeing the Waco, in addition to the Viking-built Kitty Hawk open-cockpit biplane (it looked similar to a Fleet). Anyway, the Waco was flying that night, and my dad did buy the ride for me. It was my very first airplane ride! I climbed in and sat up front in the right seat next to the pilot (1 had no idea who he was at that time). The smell of the interior, the dope on the fabric, and the exhaust fumes from the Continental radial 210-hp engine got me all excited in anticipa tion of the flight. We took off from the grass, as there were no paved
runways then, and flew over the city of New Haven, for what 1 would guess was about 15 minutes or so. I vaguely remember that a man and woman sat in the rear seat on that flight. During the flight the pi lot asked if the heat from the engine was too much, and I may have said it was, so he opened a small vent in the floor near my feet. Wow, I could ac tually look down at the city lights! The flight was beautiful, and I can still remember it like it was yester day. Over the years, not long after that first experience, I would ride my bi cycle over to the airport and hang
Waco UEC, NC12471, in front of The Viking Flying Boat Company's hangar at New Haven Municipal Airport, early 1930s. Left to right are Larry Walsh, Frank Farrel (a local industrialist), and Franklin T. "Hank" Kurt.
Edward R. laPointe photo
22 JUNE 2001
(Left) Hank Kurt and Ev Cassagneres, in a nursing home in Maine, the last time the two pilots spent time together. (Right) Ev's second ride in the same seat as in 1935, in Swander's 1932 Waco UEC, NC 12471.
around, peering into the hangar and seeing the Waco, some Kitty Hawks, a Laird, a beautiful black and yellow Fairchild F-24, a Reliant, and other beautiful airplanes. At night after school I would spend my spare time building flying scale-model airplanes to learn all I could about how an air plane flew and how they were built. This interest continued right on
through World War II. In 1945, two weeks after the war ended, I rode my bicycle to the air port and got a job as a "line boy, " doing anything that was asked of me-sweeping out the hangar, push ing airplanes in and out of the hangar, fueling and oiling planes, washing airplanes, helping to dope and rib stitch in the shop. Of course,
I was paid in flying lessons, in one of their Piper )-3-65 trainers. I soloed in a little over eight hours, and from there I went on to earn my commer cial, single- and multiengine, and sea and instrument ratings and eventu ally flew professionally. But that first ride was never forgotten. As the years went on and I got to fly a lot of the older classics of the
The Waco rests in the grass in central Wisconsin, resplendent in the same livery as it had the day 10-year-old Ev Cassagneres got his first ride in the very same airplane.
VINTAGE AIRPLANE 23
Just as it would feel if you boarded the Waco on the Fourth of July, 1935, the interior of John's restored Waco instantly sends you back in time. For safety's sake, he did replace the recalcitrant Johnson bar braking system with modern toe brakes. The seats are upholstered in Bedford whipcord wool cloth, with a color-matched headliner. (Below) John's amazing restoration includes a pair of functional landing lights mounted on the leading edges of the lower wings. Mark Godfrey
1930s, I often wondered who that pi lot was and what ever happened to the Waco 12471. I also became inter ested in the history of that airport, known today as Tweed-New Haven Regional Airport. In 1995 I contacted the Waco His torical Society in Troy, Ohio, to ask about NC12471. Lo and behold the airplane existed and belonged to John Swander of De Soto, Kansas. I wrote to John and told him my story, and that I had some photographs of the Waco that were taken in the 30s. He was happy to learn all this and said his logbooks only went back to 1939. My photos would help in the final color scheme, and he decided to do it up just as it looked when I flew in it in 1935. He kept me in formed during the restoration process and said I could have my sec ond ride when the airplane was finished and airworthy. Airworthy it was-it won Grand Champion at Oshkosh 2000! But what about the pilot? In my checking on New Haven aviation history I eventually found, and got to know, that pilot, Hank Kurt. Hank was an interesting man-he became the first graduate of MIT's 24 JUNE
undergraduate aeronautical engi neering program, Course XVI, a program he had actively petitioned the university to establish. He was commissioned as an ensign in the U.S. Naval Reserve in 1926 where he learned to fly. He instructed Yale University students in flying at the New Haven airport while employed by Viking. He wrote 50 articles on general aviation, including liThe
Sportsman Test Pilot" series in Sportsman Pilot magazine. He au thored a still-popular book on seaplane flying, Water Flying. Sometime after Kurt's death in 1997, his son Larry found his dad's original logbooks and lent them to me for copying. And , can you be lieve, I found the entry for that long ago night flight, impeccably hand printed in the remarks section. All of
his entries in his logs were a piece of artwork. Little tidbits of data on par ticular flights made for fascinating reading. To get back to my story, in March of this year, after more than 3S years of research and writing, I flew out to Minneapolis to deliver the manu script of my book (the first I ever attempted) on the history of Lind bergh's Spirit of st. Louis airplane to Noel Allard of Historic Aviation, owned by Greg Herrick. So, why not return home by way of De Soto, Kansas? Yes, I did just that, staying with John Swander and his wife, Jodi. I spent three days there, and when the weather lifted enough, we went out to Gardner airport, opened the hangar doors, and there it was Waco 12471, in its original color scheme and even with Viking Flying Boat Company printed on the side of the fuselage. What a thrill! As soon as John
started the engine, which today is a Continental W-670-6A 220-hp ra dial, I got tears in my eyes and could hardly look out the windshield. We lifted into the smooth air in no time, and here I was again, sit ting in the right seat, a little boy all over again. As we flew over the beau tiful Kansas countryside the memories began to reappear. They say it all comes around again, right? Then when John said, "Go ahead and take the controls," I could hardly keep my composure. What an absolutely wonderful experience. I did keep it straight and level, for a while, and tested each control-rud der, ailerons, and elevator-turns, Dutch Rolls, and all that stuff. Need I say more? So, the little kid from so long ago was a little kid all over again. What a unique experience for an old-time pilot to have. If you love old air planes and aviation as much as I do, I would suggest you go out there and
John Swander, restorer of Waco UEC 12471 .
do the same. It is possible, and you too may be able to find that airplane you had your first ride in , be it a Waco, Stinson, Ryan, Cub, DC-3, Connie, 7 something 7, or ???-go for it! Life will never be the same. My deepest thanks to John Swan der for letting me have that opportunity. He did a magnificent restoration. He truly is an artist. The airplane is beautiful. ......
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VINTAGE AIRPLANE 25
by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180
Advertising is good! Deplorable! Absolutely deplorable! The complaints I've been getting for some time now about all the ad vertising fodder in the various EAA publications is that the amount of advertising is deplorable! Right? Some say it's like looking through a Sears catalog or some other mail order publication. I tend to agree, but just now, as I was in the "oval of fice" and thumbing through the magazine, I came to the realization that even though many of the pushy ads were of no interest to me, there were others that added to my store of information and stressed items that might even appeal to me. Maybe one item out of the many presented is enough to give me some insight to something new, some thing I can or could use in the pursuit of my aviation wants and desires. I actually came away thinking about this and the fact that, like others, I've been overlooking a good thing. Sure, I want to read about air planes, what our members are doing, what's new and, better yet, what's old, and maybe what's newly re stored or whatever. I want to know what's going on in my aviation world, what the Fed is doing to us now, and what EAA is doing to pre serve our kind of flying. It's in there! We have to search for it among the advertising, but it is there! Until today, that was a source of irritation, but now I have a new game. I look at the advertising first. I want to see what is new in the mar ket. Is there something I've missed? 26 JUNE
Is there something I can use? Some of it is repetitious, but there always seems to be an item or two that gets my attention. Then, as I find articles on EAA do ings, I try not to act surprised and consider them to be a bonus. Not only have I found a few products that interest me, I've found some thing that I want to read. What more can I ask for? There is another side to this, too. The revenue generated by our adver tisers does a lot toward keeping the editorial department and staff viable. Without the revenue, we'd be hard pressed to provide the publications that we have. We certainly appreciate the fact that our dues couldn't begin to fully offset the costs of producing these publications. For the division publi cations, the publications' costs are the majority of the cost of dues. When done within reason, advertis ing takes some of the pressure off the members and can lead to new or ex panded programs for the benefit of the membership. The recent trip to Sun 'n Fun put me in the Tampa, Florida, terminal where the "space available" wait took place. I wandered about, and while at the newsstand, I looked for aviation publications. Now that was a laugh! Amidst the many boating, hot rod, cycling sports, and com puter stuff, there were only two magazines that had anything to do with aviation. I know I'm a cheap airline pilot,
and a dedicated one at that, but putting that aside, the register price on these two publications was a shocker. I couldn't believe it, and as I thumbed through them, guess what? Advertising, tons of it, and I'm ex pected to pay a horrendous price to look at advertising when I want avia tion news? Now wait a minute, let's look at the other publication .. .same sce nario. How about the mechanics magazines? Wow! Check out the price and look; they have so much advertising the so-called news is in serted in little paragraphs that have very little detail. Tell you what, I have a new appre ciation for our editorial department and staff and for what a wonderful job they do on our publications . I look at our dues and compare them with the magazine newsstand price, and it computes out to on e really great bargain in my spreadsheet. Look at what we get from our mem bership-the programs and representation to boot, plus our great magazines. We have an organization that is preserving sport aviation, we get le gal, medical, and government affairs representation, and we're up on cur rent events. We have it all! Let's pat ourselves on the back and keep it that way! Advertising helps! Over to you, (( ~t(d .r
Bradley Gilbert ......Sydney, Australia
Roger C. Laudati .... .. .. .... ..Tampa, FL
Michael Westbrook .... Elk River, MN
Jochen Kuhule ..Vaihingen, Germany
Norbert Trohoski ........ Englewood, FL
Edward Mueth .............. St Louis, MO
Elias Wortsman .. .. Miami Springs, FL
Greg Bray .. .. .... .. ........ .. Reidsvi lle, NC
............. .... ... Braunschweig, Germany
Robert Wright ...... .. . .Jacksonvi lle, FL
Robert W. Cottom ........ Charlotte, NC
Michael S. Hayes ...... ...... ..Hong Kong
William Gilmour .. .. .. .. .. .... Duluth, GA
John S. Alexander
Fred Huppertz ...... ... ..... Snellville, GA
...... .............. ......... .. .Warrensburg, NY
..... ..... .. ... .. .San Pietro Di Feletto, Italy
Taylor Jenkins .................. Comer, GA
William Dunn .......... Fayetteville, NY
Nico Meijer ... .Toronto, ONT, Canada
Edward Pettus .... .. .... Cedar Rapids, lA
Barry W. Holtz .............. Fairport, NY
Michael 1. Smith
David L. Ariosto
Peter Mombaerts ........ New York, NY
.. ... ... ..Toronto Ontario, ONT, Canada
............................ Mountain Home, ID
Frank 1. Berg .. .. ........ A von Lake, OH
Keith E. Grill .............. Orland Park, IL
Russell Berry .......... West Milton, OH
.. ... ... .. ... ...... .Hammond, ONT, Canada
Fredrick Hansen .... .. .. .. .... Antioch, IL
James Robert Brown
Tom Coates .... Saskatoon, SK, Canada
Craig Munter ............ Schaumburg, IL
.................................... Greenville, OH
Chester Rout... .. .Mountain Home, AK
Michael E. Neben .... S Barrington, IL
Thomas E. Ducan .... West Milton, OH
Cris Ferguson ......... ... ..Evansville, AR
Ron Sassaman ........ ........ Rochelle, IL
Ronald Fraley ............ .. Gallipolis, OH
Chris House ......... ........ .Scotsdale, AZ
Steve Beasley .................... Yoder, KS
Leonard G. Johnson
Bill Spornitz .. ...... .. ............ Olathe, KS
...... .. .. .... ........ University Heights, OH
.............................. Bullhead City, AZ
Thomas Stephens .... Baton Rouge, LA
Robert C. Rickett ........ Mansfield , OH
Terry Campbell... ........... Attaville, CA
Paul Barger ............ .... ..Newbury, MA
Michael Winblad .... .. .. ........ Troy, OH
Dan L. Hearn .... .... Spring Valley, CA
Scott P. Keller .. .......... .... Lincoln, MA
Gary Bell ...... .. ............. .. .... .Bend, OR
Robert McCarthy .... Charlestown, MA
Jim Rosen ........................ Eugene, OR
... .......... .... ...Rancho Cucamonga, CA
Grant A. Proni shen ...... Oakbank, MB
Mark Mayes .......... .......... Berwyn, PA
Paul Marchand ... .Boulder Creek, CA
Raymond Carlton .. ... .California, MD
Roland Foxworth, Jr.
Steven Allen Smith .. .. Santa Rosa, CA
Gary A. Caron ............ Kalamazoo, MI
.... .... ............ .................. Lake City, SC
Marvin Baldwin ...... .... .... ..Parker, CO
Clifford Hill .................. Belleville, MI
Bruce Ryskamp .................. Greer, SC
Willard H. Brandt ............ ..Parker, CO
Richard Nellans .. .. .. .... .. ...... Sparta, MI
Wayne E. Jones .... New Braunfels, TX
Randall M. Holder .. .. .... .. ..Parker, CO
Peter Robert Denny
James Messe .... .. .......... Hinesburg, VT
Brian Walker .... ............ Florissant, CO Paul A. Ambrose ........ Fort Pierce, FL Robert R. Carroll .. .......... Alachua, FL
............................ Golden Valley, MN Walter L. Fricke
Bob Taylor ........ .... .... Vancouver, WA
Edwin T. Durkee .... .... ..Shawano, WI
.......... .. ................ Golden Valley, MN
Lee A. Kunze ............ Sheboygan, WI
Donald S. Clark
Fred 1. Rogers .. .. .. .. .. Chanhassen, MN
Bill Liebrock ...... .... ..Black Earth, WI
........ .... ......... ........ .Atlantic Beach, FL
Mike A. Russell .... .. .... Randolph, MN
David L. McCoy ..Johnson Creek, WI
Carlos Gray .. .......... Port Charlotte, FL
Jim G. Tacheny ............ Mankato, MN
Eric 1. Paulson ............ Green Bay, WI
-Calendar from page 3 JUNE 21-25 - Terrell, TX - 2000 Ercoupe National Convention. Everyone welcome. Info: 972/524-1601. JUNE 23-24 - Longmont, CO - Rocky Mounlain EAA Fly-In. Info: 303/442-50020r www.greeleynel. com/eaaregional. JUNE 23-24 - Walworth, Wf - 5th Annual Bigfoot (7V3) Fly- In BreaAfast. (0 700-1300) Aerobatic demo,fly-by, rides. Info: 815/385-5645. JUNE 23 - Zanesville, OH (Riverside Ai/port) - EAA Ch. 425 Pancake Breakfast Fly- In/Drive-In, 8 a.m.- 2 p.m. (Rain date June 24.) Lunch items and ai/plan e rides after 11 a.m. Info: Don 740/454 0003. JUNE 30-Prosser, WA - EAA Ch. 391 Fly-In Break fast. Info: 509/735- 1664. JULY 6-8 - Alliance, OH - Taylorcraft Owner's ClublTaylorcraft Foundation combined Fly-In and Old-Timer 's Reunion at Barber Ailport (2DI). This 291h gathering willfeature displays,forums. work shops, Sat. evening program, Sat & Sun. breakfast, Sun. worship service. Info: 330/823-9748 or 330/823-1168 or email@example.com. JULY 7 - Gainesville, GA (GVL) - EAA 611 33rd An nual Pancake Breakfast & Fly-In. Judging, awards, rides, vendors,food all day. Info: 770/531-0291 or 770/536-9023. JULY 7-8 - Hampton, NH - 5th Annual Hampton Air field Biplane Fly-In. Info: 603/964-6749. JULY 11-15 -Arlington, WA - Northwest EAA Fly-ln. Info: 360/435-5857 or \vww.nweaa.org. JULY 17-20 - Keokuk, fA - Joint Liaison & Light Trainer Formation Coalition Annual Formalion Clinic al Keokuk Municipal Ai/port. Ground School starts a18:30 a.m wilhflight training 10 follow. All Liaison-type aircraft and Primary Trainers wel
come. Anythingfrom an L-I thru OV-I, PT-3 thru whatever. ILPA Fly-In immediatelyfollowing clinic. Info: 715/369-9769 J ULY 21- Wausau, WI - Wausau Downtown Air port 's 3rd Annual Swing Ding/Dinner and Dance. Info: 715/848-6000 or website wwwjlywallsau.com or firstname.lastname@example.org. JULY 21 - WashingtOlI Island, WI - 48th Annual Fly In at Wash. Is. Airport, hosted by Lions Clu b. Music, crafts, hayride,funfor the family. Whitefish Boil 11:30 a.m.-l:OO p.m. Info: 920/847-2770 or IharvellpruI@jllno.com. JULY 22 - Zanesville, OH (Parr Airport) - EAA Ch. 425 Annual Pre-Oshkosh Fly-In/Drive-In Pancake Breakfast, 8 a.m.- 2 p.m. Lunch items and airplane rides after 11 a.m. Info: Don 740/454-0003. JULY 22 - Burlington, Wf - 9th Annual Group Er coupe Flight Into AirVentlire. Wheels up at 12:00 noon. Everyone welcome 10 join. Info: 715/842-78/4 J ULY 24-30 - Oshkosh, WI - AfRVENTURE OSHKOSH 2001, Wi/tman Airport. blfo: 920/426 4800, www.airvenlllre.org. JULY 27 - Oshkosh, Wf - Stinson Lunch, Oshkosh, 11:30 a.m. meel at the Vintage Red Bamfor afree, short bus ride to Golf Central Restaurant. Pay on your own at the restaurant. Sign up in Type Tent or call 630/904-6964. JULY 27 - Oshkosh, Wf - American Moth Club wel comes all Int 'l Moth Clubs & DeHavilland enthusiasts to this year 's Moth Club Dinner. 7:30 p.m. at Pioneer Inn. After dinner speaker is David Baker, founding member ofDiamond Nilles Tiger Moth Demonstration Team. Also, Fri. a.m. Moth Forum, time and tent number will be published in the convention program. RSVP: to Steve Betzler at email@example.com 262/368-2127. AUGUST 5 - Qlleen City, MO - 14th Annual Water melon Fly-In, Applegate Airport. Info:
"I couldn't have won these swell trophies without Poly-Fiber!" Roscoe Turn er - Famous Race Pilot
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660-766-2644. AUGUST 10-12 -Snohomish, WA - 19th Annual West Coast Travel Air Reunion. Harvey Field (S43) . Largest Tra vel Air gatheringfor 2001. Local air tour, memorabilia auclion and more. Info: Larson 425/334-2413 or Rezich 805/467-3669. AUGUST IJ - Cadillac, MI - EAA Ch. 678 Fly In/Drive-In Breakfast, Wexford County Airport (CAD), 7:30 a.m.-11:00 a.m. Info: 213/779-811 3. AUGUST 12 - Auburn, IN - Hoosier Warbird Fly-in and Pancake/Sausage Breakfast at the Hoosier Air Museum, DeKalb County Airport. Info: 219/457 5924 or firstname.lastname@example.org. AUGUST 17-19 - Alliance, OH - Ohio Aeronca Avia tors' Fly-In and Breakfast at Alliance-Barber Airport (2 DI) . Info: www.oaafly-in .com or 2I6/932-3475. AUGUST 18 - Powell, WY - Wings and Wheels Fly-in and Car Show. Municipal Airport (POY). Info: 307/754-5583 or email@example.com. AUGUST 18 - Spearfish, SD - 18th Annual Fly- In, sponsored by EAA Ch. 806, at Black Hills Airport/Clyde Ice Field. Camping under wing, Aug. 17th "Cream Can Dinner" served at 7:30 p.m. Air craft judging, displays, steakfry, and more. Info: 605/642-2311 (evenings), or C2Igolay@mato.com. AUGUST 19 - Dayton, OH - EAA Ch. 48 Pancake Breakfast, Moraine Airpark. Info: 937/291-1225 or 937/859-8967. AUGUST 19 - Brookfield, WI - VAA Ch.11 's 17th An nual Vintage Aircraft Display and Ice Cream Social, Noon-5 p.m. at Capitol Airport. Also, Mid west Antique Airplane Club's monthly fly-in mtg. Control-line and radio controlled models on dis play. Info. 262/781-8132 or 414/962-2428. AUGUST 19 - Pontiac, IL - 2nd Annual Fly-in/Drive In Pancake Breakfast sponsored by EAA Ch. 129 and Pontiac Flying Service. Pontiac Municipal Air
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• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line .
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port (PNT). Raffle, aircraft judging, PIC eals free. Info: 815/842-2707 or firstname.lastname@example.org. AUGUST 24-25 - Coffeyville, KS - 24th Annual Funk Aircraft Owners Assoc. Reunion and Fly-In Cof feyville Municipal Airport. Info: Gerald 302/674-5350. AUGUST 24-26 - Sussex, NJ - 29th Annual Sussex Airshow. Top performers, ultralights, homebuills, warbirds. Info: 973/875-0783 or Sussex@nac.net or www.SussexAirportlnc.com. AUGUST 31-SEPTEMBER 2-Prosser, WA -EAA Ch. 391 's 18th Annual Labor Day Weekend Prosser Fly-In. Info: 509/735-1664. SEPTEMBER 1 - Zanesville, OB (Riverside Airport) - EAA Ch. 425 Annual Labor Day Weekend Fly InlDrive-ln, 8 a.m.-2 p.m. Lunch items and ailplane rides after 11 a.m. Info: Don 740/454-0003 SEPTEMBER 1 - Marion, IN (MZZ) - 11 th Annual Fly-In Cruise-In, Marion Municipal Ailporl. Pan cake Breakfast 7am-lpm. All types ofaircraft, plus antique, classic and custom vehicles. 1nfo: 765/664-2588 or rayjohnson@bpsinet. com or wwwjlyincruisein.com. SEPTEMBER 2 - Mondovi, WI - 15th Annual Fly In, Log Cabin Airport. Info: 715/287-4205. SEPTEMBER 7-9 - Sacramento, CA - Golden West EAA Fly-In at McClellan Airport. Forums, aircraft construction workshops, aircraft judging, awards, jly-by demonstrations, aerobatic jlights, youth pro grams, Young Eagles. Golden West Air Racefrom Corona, CA to Sacramento, CA. Race registration details available from Aircraft Spruce later in the year. McClellan AP is located seven miles from downtown Sacramento w/ easyfreeway and light rail access. Now a fully operational general avia tion airport with a 10,800 x 300 ft. runway. UN/COM andfuel service. Info: 925/676-2114 or www.gwjly-in.org. SEPTEMBER 7-9 - Marion, OH - Mid-Eastern EAA Fly-ln. SEPTEMBER 14-16 - Watertown, WI (RYV) - 17th Annual Byron Smith Memorial Midwest Stinson Reunion. Info: Nick or Suzette, 630/904-6964. SEPTEMBER 15-16 - Rock Falls, IL - North Cen tral EAA "Old-Fashioned" Fly-In, Whiteside County Airport (SQ/). Forums, workshops,jly-mar ket, camping. exhibitors,food, and air rally. Aircraft judging ends Noon Sun. Sunday Pancake Breakfast Info: 630/543-6743 or email@example.com. SEPTEMBER 21-22 - Abilene, TX - Southwest EAA Fly-In.
• Introduction To Aircraft Building
SEPTEMBER 21-22 - Bartlesville, OK - 45th Annual Tulsa Regional Fly-In, Frank Phillips Field. Info: Charlie 918/622-8400 or www.tulsajlyin.com.
• What's Involved In Building An Airplane
• Composite Construction
SEPTEMBER 22 - Asheboro, NC - Aerofest 2001 Old Fashion Grass Field Fly-In and Pig Pickin. EAA Ch. 1176. Info: 336/879-2830.
• TIG Welding
• Finishing And Spray Painting
SEPTEMBER 29 - Hanover, IN - Wood, Fabric, & Tailwheels 2001, at Lee Bottom Airport (64i) . 20 mi. from Louisville, Kentucky. (Rain date, Sunday, Sept. 30) Info: 812/86 6-3211 or NX21 175TH@aol. com. OCTOBER 5-7 - Evergreen, AL - 11th Annual EAA South East Regional Fly-In. On field campground, showers,food,jlying &fim. Info: www.serfi.org. OCTOBER 6- 7 - Toughkenamon, PA - 31st EAA East Coast Regional Fly-In. New Garden Flying Field (N57). 25 miles west ofPhiladelphia. Clas sics welcome, awards, plenty offood all day. For fun, come dressed in your yesteryear aviatioll at tire.lnfo: 302/894- 1094. OCTOBER 6- 7- Rutland State AP, VT - EAA Ch. 968 's 11th Leafpeepers Fly- In Breakfast. Come see the fall colors in the Green Mountains of Ver mont. Info: 802/492-3647.
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Something to buy, sell or trade? Antiques, Warbirds, General A viation Classified Word A ds: $5.50 per 10 1V0rds, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2. 167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th ofsecond month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject allY advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (9201426-4828) or e-mail (email@example.com) using credit card payment (VISA or MasterCard) . Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising corre spondence to EM Publications Classified Ad Manager. P.o. Box 3086, Oshkosh, WI 54903-3086.
Vintage Aero Fabrics, ltd. 18 Journey's End, Mendon, VT 05701
tel: 802-773·0686 fax: 802·786·21 29 website: www.avcioth.com
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MISCELLANEOUS C-3R Stearman, 656K, Mfg. 1929. J-67, 3 place, 30x5 , one owner since '50s, never wrecked, museum quality, new cover. Send $5 for 15 pho tos and details. $165,000 Washington state, 509-973-2297 evenings, Fax 509-973-3177.
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For Sale - Unique - One of a kind deHaviliand TIger Moth 82-C. Restored and modified by Gar Williams to resemble 82A. Over $125,000 invest ed. Best offer over $89,000. Send for complete description . Write LNC, 4 West Nebraska, Frankfort, IL 60423 USA. Fax: 815-469-2555. E mail: Loran@LNCmail.com
EAA Mail Ord e rs PO Box 3086 Oshkosh, W I 54903-3086 Major c redi t cards accepted. W I residents add 5% sales tax. Shipping and handling not included.
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AIRCRAFT Enjoy the many benefits ofBAA and the BAA Vintage Aircraft Association ASSOCIATION
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
OFFICERS President Esple ·Butch· Joyce P.O. Box 35584 Greensboro, NC 27425 336/393-0344 firstname.lastname@example.org
Vice -President George Doubner 2448 Lough Lane
Hartford, WI 53027
Secretary steve Nesse 2!:x:fI Highland Ave. Albert Lea, MN scro7 ':I}7/373-1674
Charles W. Harr~ 7215 East 46th St. Tulsa, OK 74147 918/622-8400
DIRECTORS David Bennett P.O. Box 1188 Roseville, CA 95678 916/645-6926 email@example.com
Jeannie Hill P.O. Box 328 Harvard, IL 60033 815/943-7205 firstname.lastname@example.org
Robert C. ' Bob' Brauer 9345 S, Hoyne
Steve Krog 1002 Heather Ln. Hartford, WI 53027 262/966-7627 email@example.com
Chm~~9~~m20 firstname.lastname@example.org John Berendt 7645 Echo Point Rd. Cannon Fal~ , MN S5OO9 ':I}7/263-2414 email@example.com
Robert D. ' Bob' Lumley 1265 South 124th St. Brookfield, WI 53005 262/782-2633
John S, Copeland I A Deacon Street NOrth~n~~-4~;1 01532 copeland I@juno.com
Gene Morris 5936 steve Court Roanoke, TX 76262 817/ 491-9110
Phil Coulson 28415 Sprlngbrook Dr. Lawton, MI 49065 616/624-6490 firstname.lastname@example.org Roger Gomoll
3~~fe~e~~~3 ':I}7/288-281O email@example.com Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 317/293-4430
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St~~~97~53S89 firstname.lastname@example.org Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 219/493-4724 chiefl025@aol,com
S,H, "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, 1M 53213 414/77 1-1545 email@example.com
Gene Chase 2159 Cartlon Rd. Oshkosh, WI 54904 920/231-5002
E,E. ' Buck' Hilbert P.O. Box 424 Union, IL 60180 815/923-4591 firstname.lastname@example.org
Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http://www.elUl.org and http://www.airventure.org E-Mail: vintage @elUl.org
EAA and Division Membership Services 800-843-3612 •• • • •• . • • • •• • FAX 920-426-6761 (8:00 AM -7:00 PM Monday- Friday CST) • New/renew membersh ips: EAA, Divisions (Vintage Ai rcraft Association, lAC, Warbirds), National Association of Flight Ins tructors (NAF!) • Address changes • Merchandise sales • Gift memberships
Programs and Activities EAA Ai rVentu re Fax-On-Dem and Di rectory , , , , , , , , , , _, , , , , , , . , , , , , , , , , , , 732-885-6711 Auto Fuel STCs , . , _. _, , , , , , , , , , 920-426-4843 Build / restore information , _, __ , 920-426-4821 Chapters: locating / organizing _,920-426-4876 Educa tion, " , , . , , , , .. . _.. _, , , , 920-426-6815 • EAA Air Academy • EAA Scholarsh ips
EAA Membership in the Experimental Aircraft Association, Inc, is $40 for one year, including 12 issues of SPORT AVIATION, Family membership is available for an addi tional $10 annually, Junior Membership (under 19 years of age) is available at $23 annually, All major credit cards accepted for membership, (Add $16 for Foreign Postage,)
VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Associaton and receive VINTAGE AIRPLANE maga zine for an additional $36 per year, EM Membership, VINTAGE AIRPLANE magazine and one year membership in the EM Vintage Air c raft Association is available for $46 per year (SPORT AVIATION magazine not included), (Add $7 for Foreign Postage.)
P.O, Box 656
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Current EAA members may join the International Aerobatic Club, Inc, Division and receive SPORT AEROBATICS magazine for an add itiona l $40 per year, EM Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is
635 Vestal Lane
Plainfield, IN 46168
Benefits Ai rcraft Financing (Textron) "", 800-851-1367 AUA . _. , , , , , , , , " , , , , , , , , " , , , 800-727 -3823 AVEMCO ""'" _, , , , , , , , " , , , 800-638-8440 Term Life and Accidental ."" ., 800-241-6103 Death Insurance (Harvey Watt & Company) Editorial Submitti ng article/photo; advertising information 920-426-4825 .•..•..•. • ..• FAX 920-426-4828 EAAAviation Foundation Artifact Donations _, . , , , , , ___ . _920-426-4877 Financial Support " " . " , __, _, 800-236-1025
Sieve Bender 815 Airport Road Roanoke, TX 76262 817/491-4700 sst 1OO@emoil.msn.com
Fligh t Advisors information . _, , , 920-426-6522 Flight Instructor information , _, 920-426-6801 Flyin g Start Program • • • • •• ..• • • 920-426-6847 Library Services / Research , , _, , , 920-426-4848 Medical Questions, , , , , , , , , _, , , 920-426-4821 Technical Counselors, , . . , . , , , , 920-426-4821 Young Eagles, . __ '" "" " " " , 920-426-483 1
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Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year, EM Membership and EM EXPERIMENTER mag az ine is avai lable for $30 per yea r (SPORT AVIATION magazine not included),(Add $8 for For eign Postage.)
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Copyright ©2001 by the EAA Vintage Aircraft Associalion Ail rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943)IPM 1482602 is published and owned exclusively by the EAA Vintage Aircraft Association 01 the Experimental Aircraft Associalion and is published monthly at EAA Aviation Center, 3000 Poberezny Rd. , PO. Box 3086, Oshkosh, Wi scoo~n 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EAA Vintage Aircraft Association, PO. Box 3088, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow alleast two monlhs for delivery 01 VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERTISING - Vinlage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.EDITORIAl POLICY: Reade!s are encouraged to submrt stories and photographs. P~icy opnions expressed in artk:1es are solely those of the authors. Respon~1> 11Iy lor accuracy in reporting rests entirely with the contIibutor. No "",umeration ~ made. Material should be sent to: Edrtor, VINTAGE AIRPLANE, PO. Box 3088, Oshkosh, WI 54903-3088. Phone 9201426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and Ihe logos of EAA, EAA INTERNATIONAL CONVENTION, EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA TIONAL AEROBATIC CLUB, WAR BIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION, EAA ULTRALIGHT CONVENTION and EAA AirVen!ure are trade marks of the above associations and their use by any person other than the above association is strictly prohibited.
John Parish Tullahoma, TN President, post 20 years, Staggerwing Museum Vice President, fAA Aviation Foundation Operates Parish Aerodome, which is dedicated to sport and aviation flying
John Parish prepares to take flight in his Beechcraft N44G .
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