VA-Vol-30-No-4-April-2002

VOL. 30, No. 4

APRIL 2002

STRAIGHT & LEVELlButch Joyce

2 VAA NEWS/H.G. Frautschy 4

FRIENDS OF THE RED BARN

5

JACK AND THE AIRPORT KID/Bruce Miller

6

MYSTERY PLANE/H.G. Frautschy

7 MYSTERY PLANE EXTRA-ORENCO/Peter M. Bowers 10 PASS IT TO BUCK/Buck Hilbert 11 FROM THE ARCHIVES/H.G. Frautschy &. Susan Lwvey 12 A " YOUNG MAN" WITH A FAMOUS PAST/ Russell Davis

17 THE McDONALD'S MOONEY/Budd Davisson 21 TYPE CLUB NOTES 23 NEW MEMBERS 24 CALENDAR 27 CLASSIFIED ADS WWW.VINTAGEAIRCRAFT.ORG

30 VAA MERCHANDISE

Publisher

TOM POBEREZNY

Edltor-In-Chlef

SCOTT SPANGLER

Executive mrector, Editor

HENRY G. FRAUTSCHY

VAA Adminis trative Assistant THERESA BOOKS Executive Editor

MIKE DIFRISCO

Contributing Editors

JOHN UNDERWOOD BUDD DAVISSON

Graphic Deslgller

OLIVIA L. PHILLIP

Photograp"Y Staff

JIM KOEPNICK LEEANN ABRAMS

A dvertis lng/E(litorlal A ssistant ISABELLE WISKE

STRAIG

T8c BY ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION

Keeping track of time When this issue arrives in your mailbox, the Sun 'n Fun EAA Fly­ In at Lakeland, Florida, will be in full swing. After a long winter for the editorial staff, members, and me, this event is a wonderful place to get renewed and come out smil­ ing for the upcoming fly-in season. It's a lot like Sunday at the drag strip when I was a teenager. When leaving the races, we all did so spinning our wheels! Over the past year I feel that Vintage Airplane magazine has im­ proved. One of the biggest factors for this improvement is the addi­ tion of well-respected writers such as Budd Davisson. We will con­ tinue to improve in the future for your reading pleasure and educa­ tion. Any comments, suggestions, information, and articles are more than welcome at any time. Send them directly to your editor, H.G. Frautschy, at EAA headquarters. One important factor for the continued improvement of Vin­ tage Airplane is an increase in the number of VAA members. You, the members, can help. Ask one of your vintage airplane friends to join the EAA Vintage Aircraft Association. I hope you'll never have to learn about this the hard way, but here's something we all should keep in mind. A couple of years ago, at a VAA Chapter 3 fly-in at Darling­ ton, we had the pleasure of having Paul Poberezny serve as the speaker for the Saturday night dinner. Paul arrived at the fly-in on Friday af­ ternoon and was there all day on Saturday. I've enjoyed our friend­ ship over the years, and the fly-in

was a good time for us to visit with each other. On Friday evening we had a South Carolina pig pickin', and after that was over we all re­ turned to the hotel. Paul was traveling alone so he came over to my room to relax and talk. One of my best friends, a retired airline captain, joined us. During the conversations that evening, I pOinted out to my friend that Paul has always kept great records of his activity each day. If you go to Paul's home or shop, af­ ter you enter the door your first order of business is to sign his guest book. The conversation moved on to the subject of keep­ ing flying time logged. Now I'll be the first to admit that I am not very good at logging my time, but I do try to keep some record. My airline pilot friend said that he had quit keeping a logbook many years ago. At that pOint, Paul took issue with my friend's reasoning for not keeping an accurate logbook. If you have an accident without proof of experience, you might be in trouble. You'd be right if you wondered if you'd be in deep yo­ gurt with the FAA, but you'll also need that documentation for an­ other reason. I'll bet you can imagine what happened not too long after that evening. At the very next fly-in, my friend and his T-6 inadver­ tently headed for the woods, resulting in a bent wing, a bent prop, and some other broken or damaged items that resulted in a bill for about $ 70,000 in repairs. No one was injured, but my friend said that it was really hard climb­

ing out of that airplane in front of all those people. The claim was turned in. Then came the letter with the statement, "Please pro­ vide copies of the last four pages of your pilot logbook, a copy of the page with last BFR, and the page detailing compliance with any required checkout for this air­ craft." Oops! My friend was able to satisfy the insurance company, but only be­ cause of the airline records and his training at SimCom. This story has a happy ending, and he is once again flying the T-6, but it could have ended with a big hole in his checkbook if the insurance claim was denied based on lack of proof of experience. In the past insur­ ance companies were not as picky regarding paperwork because of the number of companies and rein­ surance. This is not the case today! Just a few companies are in the aviation insurance business, and the reinsurance markets are also fewer in number. Therefore, they are very tightfisted. It is to your benefit to keep good records and keep them in a safe place. (J keep a photocopy record of my logbook in my office files, away from home or the hangar.-Editor) I again hope that

you never have a need for them for this reason. Let's all pull in the same direc­ tion for the good of aviation. Remember, we are better together. Join us and have it all. Butch Joyce ...... VINTAGE AIRPLANE

E

5

COMPILED BY H.G. FRAUTSCHY

FAA and EAANAA Developing Policy to Make Vintage Aircraft Data More Widely Available Vintage aircraft owners received some very good news on March 1. The FAA established new legal guide­ lines for the release of original aircraft blueprints and supplemental type certificates when ownership of the design data cannot be substanti­ ated . Under the guidelines, when requested by the public, the FAA would conduct an exhaustive search for the owner of vintage aircraft de­ sign data. If none can be found, constructive public notice would then be given for 60 days in an ef­ fort to locate potential, unknown owners. If none come forward, the design data would be released to the public. Requests for data would be made to the FAA under a Freedom of Information Act request. The FAA routinely receives re­ quests from individuals seeking copies of antique aircraft blueprints, which it cannot release without per­ mission from the owner of the type certificate. When an owner cannot be found, plans cannot be released. Constructive notice, after a Freedom of Information Act (FOIA) request, would provide a way for the FAA to release data if it cannot find the owner, and this is a real break­ through for those wishing to restore and/or modify vintage aircraft. "This is a very important step for owners of vintage aircraft who have been in a Catch-22 for so long, and

what had previously been unneces­ sarily protected as proprietary data." Data belonging to companies that are still in business or who wish to protect their data for other reasons will not have their design data re­ leased under the new FAA policy. FAA legal counsel has agreed that "posting a public notice for 60 days would serve as constructive notice to anyone with an interest in the data, and if we receive no response, we can release the prints to the re­ questers." Notice would be posted in various publications, such as Vintage Airplane magazine. The change in the FAA guidelines was hastened by assistance provided by the Vintage Aircraft Association. Last year, we printed a request from FAA seeking information on the owner of spe­ cific vintage airplane data. That plea brought responses that allowed the proper permission to be obtained and the data released in time to as­ sist owners of that aircraft. This policy has been coordinated among all of the FAA Regional Counsels and the Office of the Sec­ retary of Transportation; however, specific procedures for conducting an ownership search and serving constructive notice have not been established as a matter of national policy yet. The Freedom of Informa­ tion Act Office is currently working with EAA and the FAA Aircraft Certi­ fication Service to develop national policy that will be set forth in an FAA Order later this summer.

~areg~ifi~t~tilieAAA~s~

sponded to our longstanding concerns," said Earl Lawrence, EAA Vice President of Government Pro­ grams and Policy. "Owners are reqUired to maintain and modify their aircraft using approved data, yet because so many of the compa­ nies are long out of business, no data is available. This set of legal guidelines will help the FAA develop a set of procedures to legally release 2

APRIL 2002

Supplemental Type Certificate and Airworthiness Directive In­ formation Online The Internet is proving to be a terrific way to access aviation infor­ mation. Finding an STC or AD used to be a grueling search through piles of paper or a set of microfiche cards, but no longer. If you're looking for an STC, go to http://av-info.faa.gov/stc/. You can ac-

FRONT COVER: The Mooney M20 is one of the many four-place airplanes that fit in the VAA's Contemporary judging category. This sharp looking example is owned and flown by Mon­ roe and Nancy McDonald of Dallas, Texas . EAA photo by Jim Koepnick, shot with a Canon EOSln equipped with an 80-200 mm lens on 100 ASA Fuji slide film. EM Cessna 210 photo plane flown by Bruce Moore. BACK COVER: The International Sport Aviation Museum (ISAM) located on the grounds of Sun 'n Fun, features a number of well known and interesting aircraft, including one of Steve Wittman's most famous racers, Chief Oshkosh. The recent restoration, which was started by Ed Saureman and completed by Joe Araldi, shows the airplane as it existed in 1937­ 1938. It's included in the Golden Age of Air Racing exhibit in the museum. For more information, contact the ISAM at 863/644-2431 or visit them on the web at: www.sun-n-fun.com. cess ADs on the FAA website at

http://av-info·faa.gov/ad/AD.htm.

Foreign Fliers Advised to Plan EAA AirVenture Flights Early One of the many NOTAMS 0/3356) issued by the FAA since September 11 still restricts foreign­ registered general aviation aircraft and ultralights from flying into the United States. This applies to all air­ craft except those registered in Canada and Mexico. If you plan to fly into EAA AirVenture Oshkosh 2002 from any other country, EAA strongly recommends you plan your flight early. The FAA will accept waiver applications for flights to Oshkosh through May IS, 2002. To obtain a waiver request form , visit the FAA website at http:// www.intl.faa.gov/. Complete and fax the form to the phone number listed at the bottom of page 1.

~AAEROMAIL

We appreciate the feedback we've re­ ceived regarding the Sport Pilot Newsletter you received, courtesy of EAA, in last month's Vintage Airplane. We antici­ pated there would be a need for a second newsletter detailing the comments that EAA's staff has compiled, but, happily, the list ofcomments is short, so the deci­ sion was made to hold offon producing an entire newsletter to cover those com­ ments. Here are the points EAA and VAA will comment upon in the NPRM. EAA Evaluates Sport Pilot NPRM

EAA's Government Relations De­ partment has been scrutinizing every word of the sport pilot notice of pro­ posed rulemaking (NPRM) since the FAA published it in the Federal Register on February S. Nearly finished with their work, department staffers call this groundbreaking proposal one of the best-written and well-thought-out NPRMs in recent memory. EAA finds the NPRM generally ac­ ceptable and commends FAA for the quality of this comprehensive set of rules, but it believes a few minor changes would make the rule more ef­ fective, reasonable, and usable. Although EAA will comment on these items and make suggestions for improvements in its official com­ ments, it will address the major topics here for the benefit of all those inter­ ested in the sport pilot proposal. These topics are the requirements for make and model endorsements, the light­ sport aircraft maximum gross weight, and training requirements for a pow­ ered parachute sport pilot certificate. Given the variety of aircraft in each category (fixed-wing , weight­ shift, and powered parachute), implementing and complying with the make-and-modellogbook en­ dorsement would be difficult, especially for sport pilot instructors (SPIs) who must be able to provide such endorsements in as many makes and models as possible. Make-and-model endorsements for weight-shift (trike) and powered parachutes seem unnecessary because their fl ying characteristics are nearly identical. EAA believes there is an al­ ternative way to ensure safety in

fixed-wing aircraft, which can have varied handling characteristics. The FAA has already acknowledged that it needs to consider alternatives to the make-and-model requirements and has asked EAA and others to work closely with the FAA in developing an alternative. EAA supports a revised maximum gross weight in the definition of a light-sport aircraft (LSA). Many produc­ tion aircraft meet all the LSA performance requirements (stall speed, top speed, and others) except for the weight limit because they wear older, heavier engines instead of today 's lighter weight powerplants. Increasing the LSA weight limit slightly would al­ low sport pilots to fly several additional vintage aircraft models. The NPRM calls for 20 hours of flight experience for a sport pilot powered parachute endorsement, and EAA believes this is more than needed to provide an appropriate level of safety. A previous FAA pro­ posal to add a powered parachute rating to the recreational pilot certifi­ cate called for only 10 hours . EAA will suggest that the FAA reduce the sport pilot requirement to this figure and add requirements for a specific number of flights, similar to those re­ quired for a glider rating. One of the NPRM's most promis­ ing parts is the development and use of industry-based consensus specifi­ cations to govern th e design, manufacture, test, and maintenance of factory-built LSAs. Many of EAA's concerns about the implementation of the process will have to be worked out by the body that develops the consensus standards. An example of an EAA concern is that the NPRM requires owners to maintain their LSA in accordance with the manufacturers' instructions. Will the consensus standards provide for the approval of after-market parts, or will LSA manufacturers be the sole source of parts? Because the consensus specifica­ tions are important, EAA has taken a proactive leadership role establishing the consensus body that will write continued on page 28

The subject I'm going to write about should be extremely important to all of us as our fleet of Antique and Classic and now Contemporary aircraft are getting up in age along with the owners and maintainers. We have all struggled in the past in the attempt to gather the necessary technical information to restore or refurbish our new· found treasure. Now is the time to remedy that situation. With all the technical capabil· ity we have today, such as computers, digital scanners , and the Internet, it would be an absolute shame not to compile all the necessary data that can be preserved for generations to come. John Berendt (Fairchild Club president) and I recognized the need to start a Docu­ mentation Preservation Program that will ensure all the data that has been collected by our club members is available to future members. A few phone calls, some e-mails, and a posting in the Fairchild Flyer opened the floodgates of data collection. At the present time we have collected more than 1,000 megabytes of data. (Presently, a stack of data stands 2 feet tall and is growing fast.) The first Fairchild CD-ROM has been delivered to club mem­ bers , and the response has been wonderful. If a club member living on the other side of the world needs a specific airframe drawing or technical tip, he can either purchase a CD-ROM or, if he needs it right away, the specific drawing can be sent via e-mail and it will be there in two minutes via the Internet. The first CD in­ cluded data ranging from technical tips , engineering drawings , history, magazine articles, and photographs. The list is quite extensive . Due to the fantastic response and the snowball effect of so much data coming into our club, we are now creating a nine­ volume set that will provide support for the KR biplane up through the PT series. All structural, engine, and propeller mainte­ nance manuals will be included, along with an extensive amount of other technical data. This effort for the Fairchild Club will be an ongoing effort for many years to come. Seventy years of data will take a long time to gather and preserve! To all the Type Club pres idents and members: If you can find a willing person that can spearhead the collection effort, do it. Preserve that data and provide it for gen­ erations to come. If anyone would like additional informa­ t ion on how to go about th is task, please feel free to contact me . Jamie S. Treat 3140 Richmond Dr. Colorado Springs, CO 80922 Phone: 719/ 570-0782 (evenings) E-mail: JSTreat360@aol.com VINTAGE AIRPLANE

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VAA's "Friends of The Red Barn"

VAA 2002 Convention Fund Raising Program The Vintage Aircraft Association is a major participant in th e World's Largest Annual Sport Aviation Event­ EAA AirVenture Oshkosh! The Vintage Division hosts and parks over 2,000 vintage airplanes each year from the Red Barn area of Wittman Field south to the perime­ ter of the airport. The financial support for the various activities in con­ nection with the week-long event in the Red Barn area has been principally derived from the Vintage Aircraft Association's general income fund. The Vintage Board has elected to more properly underwrite the annual Vin­ tage Red Barn area Convention activities from a yearly special convention support fund. For the July 2002 Convention, the Vintage Aircraft As­ sociation is establishing the ((Friends of the VAA Red Barn " program to financially support the Vintage Aircraft Division's activities during AirVenture Oshkosh. This fundraising program will be an annua l affair, be­ ginning each year on July 1 and ending June 30 of the following year. However, for the July 2002 Convent ion, the initial fund raising program will run from Apri l 15, 2002, and extend through June 30, 2002. There will be three levels of gifts and gift recognition: Level I - $600 .00 and above per year gift - Vintage Gold Level Friend Level II - $300.00 per year gift - Vintage Silver Level Friend Level III - $100.00 per year gift - Vintage Bronze Level Friend Each contribution at one of these levels entitles you to a Certificate of Appreciation from the Division. Yo ur name will be listed as a contributor in Vintage Air­

plane magaZine, and you will be presented with a special

name badge recognizing your level of participation. Dur­ ing AirVent ur e, you' ll have access to the Red Barn Volunteer Center, and we' ll host you on a special tram tour of the VAA convention grounds. Gold Level contrib utors will also receive a pair of certificates each good for a flight on EAA's Ford Tri­ motor, redeemable during AirVenture or during the summer flying season at the EAA AirVenture Museum's Pioneer Airport. Silver level contributors will receive one certificate for a flight on the Ford Trimotor. This is a ((first ever" opportunity for all Vintage mem­ bers to join together as a special circle of key financial supporters of the Vintage Division. It will be a truly re­ ward ing exper ience for each of us as individuals to be part of supporting the finest gath erin g of Antique, Clas­ sic and Contemporary airplanes in the world. Please watch the mail for a special letter from the pres­ ident of VAA, Butch Joyce, outlining the special benefits of becoming a ((Friend of the Red Barn." Won't you please join those of us who recognize the tremendously valuable key role the Vintage Aircraft Asso­ ciation has played in preserving the great grass roots and general aviation airplanes of the last 99 years? Your par­ ticipation in this specia l circle of EAA's Vintage Aircraft Association Friends of the VAA Red Barn group will help insure the very finest in AirVenture Oshkosh Vintage Red Barn Programs. Fo r those of you who wish to contribute right away, we've included a copy of the Contribution form. Feel free to copy it and mail it to VAA headquarters with your donation.

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Friends of the VAA Red Barn

6' -

Name ___________________________________________ EAA#_______________VAA# _______________ Address________________________________________________________________________________________

City/State/Zip

Pho n e_____________________________________E-Ma i1_____________________________________________ Please choo se your leve l o f participation: ___ Level I - $600.00 and above per year gift - Vintage Gold Level Friend ___ Level II - $300.00 per year gift - Vintage Silver Level Friend ___ Level III - $100.00 per year gift - Vintage Bronze Level Friend

o Paym ent Enclosed

o Please C harge my credit card (below)

C redit Card Number _____________________ Expiration Date ___________ Signature_______________________________

Mail your contribution to:

EAA

VINTAGE AIRCRAFT ASSOC.

PO Box 3086

OSHKOSH , WI 54903-3086

*00 you o r your spouse wo rk for a matching gift company? If so, th is gift may qualify for a matching donation. Please ask your Human Re­

sources department for the appropriate form.

Na m e of Company ___________________________

The Vintage Ai rcraft Association is a non-profit educational organiza tion under IRS 501 c3 rules. Under Federal Law, th e deduction from Federal Income

tax for charitabl e contributi ons is limited to the amount by which any money (and the value of any property other than money) contributed exceeds

the va lue of th e goods or services provided in exchange for th e contribut ion. An appropriate receipt acknowledging your gift will be sent to you for IRS

gift reporting reaso ns.

4

APRIL 200 2

Jack and the Airport Kid

Boyhood heroes are always heroes BRUCE

L. MILLER

There were many "heroes" in early avia­ tion during the '20s and '30s in this country...many of them, if not most of them , unheralded. They were products, of­ ten, of World War I, and they barnstormed and flew the early airmail. They were the early FBOs; they managed the early grass strips and airfields. Plus, they gave flying lessons and tried to sell airplanes to who­ ever could afford them . Such a man was Jack Jaehnnecke. Jack was the first proprietor, in 1929, of Air Ac­ tivities Inc. Airport, now known as DuPage County Regional Field. Jack did the flying, gave the lessons, and sold the aircraft. His wife, Ethel, a West Chicago school teacher, likely handled the paperwork and the busi­ ness end of things. Jack was my first hero, and always will be. He gave me my first ride in an old Wright-powered Curtiss Robin , in about 1934 (I was 3 at the time). I remember three airplanes at the field about then, maybe four...the Robin, a Travel Air Bipe, an Aeronca C3 Flying Bath­ tub, and Leroy Parks ' big, black and orange (and very noisy) Stearman biplane. I was an airport kid, always driving my dad nuts begging him to take me to the air­ port to see the planes. He always obliged. The Travel Air became a Waco RNF (beauti­ ful red and silver, powered by a Warner with a SensenichJ, and it was also very noisy! I liked that. The Robin translated into an old black and silver Stinson cabin plane, with a juicy smelling Wright up front. I had several rides in that one. No kid could ever forget the gas and oil smells emitted from those big old radials while flying in them! The C3 eventually turned into a series of Aeronca Chiefs, which Jack used for his flying instruction as the '30s rolled slowly by. I had several rides in those , with Jack always at the controls. He was the only guy I'd fly with. Jack took a fatherly liking to me in those days, and I had many hours of thrills and fun being the airport mascot, along with Jack's German shepherd, Shanghai Lil. Located on Route 64 between West Chicago and St. Charles, Illinois, Air Activi­ ties Airport was originally the West Chicago Stock Yards, harboring sheep. The original owners from Chicago bought the property,

graded a grass strip, and finished the old original hangar, completed in 1929. Then came the stock market crash, and any ex­ pansion plans were scrapped. But the field operated during the '30s, as I grew up, un­ der the management of Jaehnnecke. Historical records of the field simply say "not much happened at the place from '29 to '39," when George Ball bought it. But I can tell you , all during the '30s this little kid growing up visualized and fantasized and thrilled to all those days with frequent visits and occasional rides. And Jack Jaehnnecke was my hero. Alas, World War II came along, and the Navy took control of the field and Howard Aircraft-built trainers (Fairchilds) and Howard DGAs during the war. Jaehnnecke left to take over a nearby field in North Au­ rora, which he operated during the war years . It was during the war that Jack and his family moved right across the street from where my family lived, that was some­ thing special for me! The great man right next door! It is next to impossible to dig up much background on Jack's history. But I remem­ ber my uncle telling me years ago, Jack had been an aircraft mechanic in World War I. He must have had a good background to be selected by the original owners to run their establishment in 1929. The '30s were quiet years as far as progress was concerned, but they were the golden years of rny growing up at Air Activities Airport. The smell of airplane dope, engine oil , and gas.. .and the sounds of those mighty radials will always be with me. Jack met his fate in an air crash in Ari­ zona shortly after World War II ended. Not much was written about it except a short, blunt, and unfeeling story in the local pa­ pers in Illinois, where he had come from . He wasn 't a god, and he wasn 't perfect, but Jack Jaehnnecke was my first hero... and that has always been good enough for me. I lost track of Ethel (Mrs. Jaehnnecke) and their little daughter, Connie, who was born during the beginning of World War II. Never heard of or from them again. If any­ one knows of either of their whereabouts, I

would very much appreCiate their contacting me. Lloyd Gould, a nearby resi­ dent of the old airport, told me an amaz­ ing story about Jaehnnecke. Gould said, "Jack bet he could get the old Stear­ man off the ground while still in the hangar, and all bets were on. He had the rear of the plane tied to the back of the hangar and said, 'When I wave my arm, let it loose. ' He started the engine, and the blast from the prop had birds and nests flying all over. Jaehnnecke signaled to be free ; the plane was a foot off the ground inside the hangar...he then zoomed out the entrance straight up into the sky!" That was in the 1930s, and life at the old field will never be the same. The ghosts of Jack Jaehnnecke, Johnny Livingston, the Swaby brothers, Cap. Kohlert, Mr. Steiner and his beautiful metallic blue and orange Little Orphan Annie Monocoupe... and this little kid who grew up there loved the place, the people in it, and its planes ...we will never forget it. Oh yes, there was quite a bit of action at Air Activities Airport in the 1930s ... it just didn 't make headlines. My thanks to the West Chicago City Museum, the West Chicago Press, St. Charles Chronicle, Aurora Beacon-News, Vic Ball, the DuPage Airport Authority, Ralph and Kermit Swaby, and my uncle George Gorecki for helping me prepare this memoir. ....... VINTAGE AIRPLANE

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YSTERY

PL BY

H.G.

E

FRAUTSCHY

of the Flying Guide and Log Book by Bruce Eytinge. Our

JANUARY'S MYSTERY PLANE

U

sing a draw ing for th e january Mystery Plane is not something we'd normally do, especially since

drawings are often embellished with fanciful additions. But we picked up that drawing from an advertisement in the 1921 edition

THIS MONTH ' S MYSTERY PLANE COMES TO US VIA T HE COLLECTION OF BRUCE MILLER OF HARAHAN , LOUISIANA .

thanks again to Don Macor for do足 nating the book. Wayne Muxlow, Min足 neapolis, Minnesota, guessed correctly t hat the january Mystery Plane was the 1920 Orenco F Tourister. Our t hanks to Don Harris, Cherry Hill, New jersey; john Rosenberg, Chanhassen, Minnesota; and Harry Barker, West Mil足 ford, New jersey, for their answers. Pete Bowers was kind enough to send us an entire article on the Orenco, and it starts on the next page. SEND YOUR ANSWER TO : EAA , VINTAGE AIRPLANE , P.O. Box 3086 , OSHKOSH , WI 54903-3086. YOUR AN足 SWER NEEDS TO BE IN NO LATER THAN MAY 10 FOR INCLUSION IN THE JULY

2002 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.

6

APRIL 2002

This view of the prototype Orenco F-4 Tourister emphasizes the neat nose radiator and the short stacks of the 150 hp Wright-Hispano-Suiza, or Hisso, engine.

T

he Ordnance Engineering Co. (Orenco), Baldwin, Long Island, is one of the least-remembered American airplane companies. It was formed during World War I to develop airplanes for the U.S. Army. Its various models were identified sequentially by let­ ter-A, B, C, and so on. Model D was a successful single­ seat fighter designed in 1918. The Army liked it well enough to order SO production models in 1919. How­ ever, the Army did not simply order them from Orenco. Since it had bought the prototypes, it owned the design . It then put out requests to the industry for bids on the produc­ tion order. Giant Curtiss underbid Orenco and got the order. A very similar model, the Thomas-Morse MB-3, got similar treatment, but this time Thomas­ Morse won the production order. The firm later lost a 200-plane MB­ 3A order to Boeing, but that is a different story. After building another military

prototype, Model E, Oren co tried the civil market with Model F, which it advertised as a touring or mail plane. This was a thoroughly con­ ventional biplane of wood-and-wire construction that was powered with the 150 hp Wright A engine. This was the French Hispano-Suiza built under license in the United States by Wright. It was later widely known as the Hisso. The engine was in a neatly cowled nose fitted with a flat radia­ tor that looked like a cross between a Spad and a Curtiss ]N-4H unit. The unusual feature of the Model F was the seating arrangement. It had two cockpits, which made it look like the contemporary Laird Swallow, but each cockpit had two seats, with the occupants seated side-by-side. The Model F, advertised as the F-4 Tourister because of its four seats, was a very good airplane by the stan­ dards of the time, but it was a sales failure. While it greatly outper­ formed the war-surplus Curtiss ]ennys and Standard ]s, its perform-

ance advantage was far offset by its new-airplane price compared to cheap surplus. As a result, few Model Fs were sold. Orenco then developed another fighter model for the Army. It didn't win a production order, so the com­ pany folded. Only one Orenco airplane, a Model F-4, is known to exist today. This is the one formerly owned by movie pilot Paul Mantz and his successor firm, Tallmantz. It was seen in the 1949 movie Task Force, but I don't recall seeing it fly in the picture. This particular plane is a mystery in itself. According to its name­ plate, it is Serial Number 45, but it is doubtful that Orenco built that many airplanes. It was owned, ap­ parently as a new purchase, by FBO and stunt pilot Earl Daughtery, Long Beach, California, in the early 1920s. In an unusual stunt, Daugh­ tery got married in his Orenco while flying over Long Beach on September 23, 1923! VINTAGE AIRPLANE

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Rounded rudder and curved fin of the F-4 prototype are emphasized here. Note the near-vertical tail skid. Lettering on the fin has the word Orenco with Ordnance Engineering Co. in smaller letters beneath it.

An Orenco Tourister II was entered in the 3-4 Place event of the National Air Races at Mitchel Field , Long Island , in October 1925.

8

APRIL 2002

A later Orenco F-4, identified as t he Tourister II , seems to have plywood covering on t he fuselage back to the rear cockpit. An auxiliary gas tank has been added to the upper wing, and the tail surfaces are notably different, includ­ ing balance areas on the elevators . The tail skid is different, as are ru dder control wires. Note the single windshield for the front cockpit but two separate small ones for the rear cockpit.

(Left) This view of the Mantz Orenco F makes it possible to trace the wires of the unique Orenco aileron control system. Specifications ca ll for 1-1/2 degrees of dihedra l on the Orenco F, but Mantz rigged this one flat . No Vought VE-7F was ever marked this way, but then, that's Hollywood!

It could be either the prototype or a very early production model because of details matching the drawing in the January Vin­ tage Airplane, photos of the known prototype, and the three-view drawing in the 1920 issue of Jane's All the World's Aircraft. Later ver­ sions had notably different tail surfaces and a different tail skid. One detail of the Model F, visible in all photos, the Vintage Airplane drawing, and Jan e's three-view, is a set of crossed wires be­ tween the outer-rear wing struts and the aileron struts. These puzzled me for a while. After careful study of several different photos of the Mantz Orenco, N214S, I finally figured them out. They are part of the aileron control

system, an arrangement that seems to be an Orenco exclusive. The main aileron con­ trol wires extend from the rear cockpit outward above the upper surfaces of the lower wings directly to pul­ leys at the bases of the outer-rear wing struts. From there they go to the upper-wing ailerons and attach at the front of the aileron struts. The required balance wire duplicates this system in reverse, going from the lower ailerons to pulleys at the tops of the rear wing struts, then across the un-

derside of the upper wings and center section to other pulleys, and so on. After Mantz's death in 1966, most of the Tall­ mantz fleet was acquired by the Rosen-Novak Auto­ mobile Co. and auctioned off . The Orenco then passed through several owners, is now owned by Kermit Weeks' Fantasy of Flight in Florida, and is in need of restoration. Specifications for the Orenco F-4 follow. The fig­ ures in parentheses are the highest of contradictory figures on different pages in Jane's 1920. ......

Wingspan .. . .... ..... . . . .. . .. . .. . . . 38 feet Length ... . .. . . . .... .. . . ... 25 feet 10 inches Wing area . .. . . ... ...... ..... 355 square feet Empty weight ...... . . . .. . . . . . . . 1,477 pounds Gross weight' . . .. .... .. ........ 2,432 pounds High speed .... ... . ... .. .. .. ... 90 (100) mph Low speed . . ... ... .... .. .. .. . .. . 43 (45) mph Climb to 5,000 feet .... . ... .. ..... . 9 minutes Range (full speed) ... . .... .... 250 (290) miles VINTAGE AIRPLANE

9

~ss IT TO

CK

BY E.E. "BUCK" HILBERT, EAA #21 VAA #5 P.O. Box 424 , UNION , IL 60180

Which welding? Buck, I recently saw a welding demon­ stration on 4130 aircraft tubing using MIG welding with flux flux­ core wire, then solid-wire feed. Both looked "healthy," except that the "sewed" look is missing. I well recall back when the CAA/FAA manuals maintained gas-only welding for airframes. Then we found out the Stinson 108 series were stick welded, and then sent out to be normalized. My wife says that gas welding stinks, and it's dirty. I don't have 220-volt service in the house for a TIG unit, but that MIG unit for 110 volts looks good. I'd appreciate your input. Harold Scheck Pinehurst, North Carolina

Hi Hal, Great to hear from you. On your welding question, this bugs more than one person. The old gas weld­ ing is still my favorite, stinky or not. That's what I learned in me­ chanic's school, and I still use it when I can. I have one of those TIG "buzz boxes," and if I can see what I'm trying to do, and get a clear shot at it, it does a credible job. However, I haven 't tried to use it on any airplane projects. I'm too much of an amateur for that. The new Advisory Circular 43.13-1B (the successor to the old CAM-18) beginning in section Sec­ tion 4-74 (pages 4-53) gives a pretty good description of the whys and hows of welding. It does not specify that stick welding is or is not approved, but they it does

tell how to do it. I, for one, would enlist the aid of a certificated welder if I had a repair or build project and wanted to have it done with stick welding. As to your wife's opinion about the gas welding, I've found the stick welding to be even dirtier and stinkier than the gas, and the spatter can be a hazard . It requires protec­ tive clothing, and the bright arc light is hard on our old eyes. If Over to you,

((

--:Bti.~

Here ' s a trio of shots of Gary Karner and his Aeronca C-3 replica. What a great-looking homebuilt! That's me in the middle with Gary on the left and master builder Mehlin Smith. Mehlin did the beauti­ ful sheet metal work on the cowl of the "Aeroncopy."

10

APRIL

2002

FRO

THE ARCH

ES

OF THE EAA AVIATION FOUNDATION LIBRARY BY H.G. FRAUTSCHY AND SUSAN LURVEY

PAA Sikorsky S-38 Skimming the water on its thun­ derous takeoff run is this Sikorsky S-38 Amphibion. In the horizontal photograph you can see the twin ramps of the seaplane base. Those were the days!

Monocoupe 110 Special

The 1930 National Air Races should have been called the National Monocoupe Races, ac­ cording to aviation wag Cy Caldwell. Mono ­ coupes dominated the races that year, winning 11 first place trophies in the 15 events they were entered. One of the most famous of all the racing Monocoupe 110 Specials, NCS01 W was the successful racing mount of Johnny Liv­ ingston . By the time this picture was taken in 1933, Livingston had sold the racer to Jack Wright of Utica, New York. It's seen here while it was in the process of being re-certificated to "NC" status, after residing in the "NR" certification category for a couple of years. The fin and rudder are in the process of being revised when this shot was taken.

Even in the standard category the Monocoupe was capable of win­ ning races, as seen during the 1933 American Air Races, held July 3-5. Wright won two races at that event and averaged 180.47 mph during

the straightaway speed dashes. The colors were yellow and red, with black race numbers. The signifi ­ cance of the number 14? They were the first two numerals in Liv­ ...... ingston's pilot certificate. VINTAGE AIRPLANE

11

ith its bright yellow paint job and unique pseudo-Czechoslova­ kian air force fuselage logos and wing insignia, Steve Hawley's immaculate Bucker Jungmann attracts immediate at­ tention. But a closer examination of the aircraft and a few questions to the owner/restorer soon makes it obvious to any hangar visitor that there is a much bigger story here than anything as superficial as a paint job.

W

THE OLDER MAN Steve Hawley (EAA 23198) has been a sport aviation pilot and a recreational airplane builder and restorer most of his life. Now "retired" and living in Tucson, Arizona, he was born and raised in Hanford, in the San Joaquin Valley in California, where his father, Carl Hawley, ran a large farming operation. Steve says that while his father always loved airplanes, he never had time to learn to fly. But instead, as soon as it became finanCially feasible, he provided the oppor­ tunity and encouragement for any of his seven children to take lessons when they were old enough to do so. Eventually Steve, his older brother, and one of his sisters took advantage of this. His father made a "swap and trade" barter deal with a friend to exchange some plowing (at $10 an acre) for one of 12 World War II sur­ plus Stearmans (at that time worth about $400 each) that had been ob­ tained to be converted into ag planes. Steve's older brother learned to fly in this Stearman, but by the time Steve was in his early teens and old enough to begin lessons , its value had gone up to $3,000. And, in consequence, it seemed reason­ able to replace the Stearman with a used 1943 Waco UPF-7 that was bought for $800. Arrangements were then made with Hubert Delap, a lo­ cal ag pilot and family friend, to give Steve lessons in the Waco. De-

lap was an avid horseshoe pitcher, and the only cost of Steve's flight training (other than the cost of fuel, which he had to earn on his own) was that Steve had to "be available to toss horseshoes anytime on de­ mand" (an activity Steve also enjoyed). It was in this Waco that Steve eventually did his first solo at age 16, with only two hours and 45 minutes of "official, " logged train­ ing time (but, he also had several additional hours of un-logged, unof­ ficial time in a borrowed Cessna 120 while waiting for the Waco to be as­ sembled and made airworthy). His first homebuiIt was a Stits Playboy that Steve began soon after

Playboy than he should have, he also tried for about three years to follow in his father's steps and get into big-time farming. Steve soon found, however, that he was much too conservative to enjoy this capi­ tal-intensive activity. He also admits that he plainly and simply disliked the continuous hard work that farm­ ing required. So, with a three-year enlistment in the Navy following the Korean War, and some 11 years after having completed high school, he decided to go to Fresno State Col­ lege and become an engineer. Then , after another five years, and with all the necessary degrees and certificates finally acquired, in

his graduation from high school. He purchased the plans in 1958. To cut down on costs, the Playboy was con­ structed using parts and materials salvaged from several crashed air­ craft (including a Cessna 140, a Cessna Bobcat, a Fairchild, and a Piper Cherokee), as well as miscella­ neous other components that he managed to scrounge or trade. For example, the crankshaft from the Continental 85 obtained from the salvaged Cessna 140 (that he had hauled out of the Sierra Nevada Mountains by pack mule), was swapped for a Lycoming "ground­ power unit" that he rebuilt and eventually used in the Playboy. During this time period, while spending many more hours on the

Steve Hawley VINTAGE A IRPLANE

13

The cockpits. There was no worry that a student pilot in the front seat would develop bad "instrument fixation" habits; front seat instruments are minimal. Both cockpits have leather-covered crash pads, reminiscent (as in several other ways) of the de Havilland Tiger Moth . The elevator hinge lines are considerably aft of the leading edges of the elevators, modifying the stick loads as the offset hinge line acts as an aerodynamic balance.

The trim adjustment device in the rear cockpit is original equipment. 14

APRIL

2002

1966 he began a career as a heavy construction manager. This career, involving administration of the building of dams, tunnels, naviga­ tion locks, bridges, and highways, would eventually extend through a span of 25 years and take him to sites all over the United States. The Stits Playboy was completed in 1968, 10 years after having ob­ tained the plans, while Steve was working on a construction project in Monterey, California, at a total cost, including everything except labor, of only $825. Steve still remembers with pleasure the excellent and depend­ able performance that the Playboy and its ground-power unit engine provided during more than 600 hours and eight years of use. In 1972 Steve purchased the plans for a Thorp T-18. Work on this aircraft began soon afterward, and continued off and on until it was first flown in 1979. Construc­ tion was complicated by the nature of his career and the nomad life that was involved. During the seven years required to build the Thorp, he moved seven times in four states, and on each occasion it was necessary to trailer the Thorp, and all his tools, to the new site and then find a suitable place to store and work on it. The Playboy was finally (and re­ luctantly) sold in 1976, and the payment received (representing a considerable profit over the $825 it had originally cost) was then used to obtain the engine for the Thorp T-18.

As much as he had enjoyed the Play­ boy, the Thorp T-18 was an excellent replacement. Steve still owns it, and has flown it now for more than 22 years and almost 1,200 hours. With a full-time job, and with the construction of the Thorp, it would be reasonable to assume that Steve would have had little time for much else. But as is often the case, busy, active people somehow find time for additional jobs that need doing. While the Thorp was being built, Steve got into a partnership involv­ ing an Aeronca Chief rebuilding project, mostly because he needed something to fly after the Playboy had been sold. And during this same time period, he also managed to get himself certificated as an airframe and powerplant (A&P) mechanic, and eventually added an inspection authorization (IA) rating. Following his retirement in 1990, Steve settled in Tucson and ob­ tained a hangar (first at what is now called Marana NW Regional and later at Ryan Field) to store his Thorp and for space to work on restoration projects. He completed in sequence the restoration of two J-3 Cubs, a Christen Eagle, a Spar­ tan Executive, and a basket case Piper Tri-Pacer that he converted to a Pacer (PA-22/20). These projects were either done for the owner for payor purchased by Steve and then sold when completed. The profit in each case was then used to help pay for the next project. In 1987, a friend, Maury David­ son, purchased a Bucker Jungmann and flew it for a year and a half or so. When it eventually became ob­ vious that a restoration would be necessary to make the aircraft air­ worthy, Steve agreed to help. But after a couple of years of part-time work on this project, Maury passed away, and Steve purchased the un­ finished Jungmann from the estate. This was done with his usual plan in mind of eventually selling the restored airplane to use the money on another project. Steve did not even guess at the time how at­

tached he would eventually be­ come to this outstanding aircraft with an unusual history.

The control mechanism for the solid rubber tired tail wheel proved to be one of the most complex systems re­ stored on the Jungmann, but once properly rigged, it works like a charm.

THE YOUNG MAN The Jungmann design was devel­ oped in 1934 by the Bucker Flugzeugbau in Germany as a highly stressed and extremely clean two­ place biplane (designated as the Bu l31). The fuselage was constructed of conventional steel tubing, while the wings had wooden built-up ribs and laminated wooden spars. There were ailerons on both wings, all four panels of which were identical, with constant chord and rearward sweep. An overall design philosophy was "maximum strength/minimum weight, and no compromise on quality," apparently with little con­ sideration of corresponding costs, and this can be seen in many ways in Steve's Jungmann. In part, the end result of such a design philoso­ phy was an aircraft with maximum maneuverability that was capable of unrestricted aerobatics. The original flight testing also demonstrated unusually gentle and forgiving flight characteristics. As a result, the civilian equivalent of what would later become the Luftwaffe placed a large order for these air­ craft to be used as trainers. Construction of the Jungmann (as well as other Bucker designs) was contracted out by the Bucker factory in Germany to aircraft facilities in several other countries, including Switzerland, Spain, Czechoslovakia, Sweden, Holland, and Japan.

Steve's Jungmann was originally built in Czechoslovakia in 1946. Sammy Mason, a famous early post­ war aerobatic pilot, imported it into the United States in 1962 and regiS­ tered it as N154S. It is said to be the first J ungmann to be purchased and imported by an American. After fly­ ing this aircraft for a few years in air shows and competition, Mason then sold it to Shelby M. Kritser (who was also an air show aerobatic pilot) who re-registered it as N191X. Kritser installed a 180-hp Lycoming IO-360-BIB and a Hartzell constant­ speed propeller. He eventually sold the Jungmann (in 1965) to William Barber. Bill Barber was a popular air show pilot in the Midwest during the late 1960s through 1986. Thus, this Jungmann's aerobatic credentials are established by the fact that over a period of more than 20 years following its arrival in the United States, this aircraft had been passed sequentially to three well-known air show aerobatic performers (Mason, Kritser, and Bar­ ber) prior to its purchase by Maury Davidson in 1987 who then brought it to Tucson. In restoring the Jungmann, Maury wanted inspections to be done more easily, so Steve made the metal fuselage skin removable from behind the rear cockpit forward to the firewall (using Dzus fasteners and No.8 screws and nut plates). When it was stripped down to the bones, and while carefully examin­ ing every weld and every glue joint, Steve was continually amazed at how the "strong and light, and no compromise on quality" philosophy is evident in design and construc­ tion throughout the aircraft. As an example of thiS, the change from larger, heavier tubing up near the firewall and cockpits occurs in multiple steps to the progressively lighter tubing that extends aft to the tail post (unlike the situation with the Stearman, for example, in which there are only two sizes of tubing, and the change between these oc­ curs in one abrupt step). VINTAGE AIRPLANE

15

175 mph cruise, is his The drag and anti­ travel airplane, and he drag wires are another thoroughly enjoys it. example. Steve has no And, while he's already explanation as to why flown the Jungmann this would have been (with a 90 mph cruise) done, but rather than on a couple of long consisting of twisted- or cross-country trips, braided-strand wires, Steve claims that at least "four billion" Dzus fasteners were re­ Steve mostly considers these are the same quired to make the fuselage skin removable from the rear of the the Blicker his "fun" streamlined tie rods that rear cockpit forward to the firewall. machine. It provides are used as interplane him with lazy, relaxing local flights, landing and flying "wires" to brace ier ways of doing this. Steve eventually re-covered and and the pOSSibility of some occa­ the wings. These very expensive (at least today) streamlined tie rods repainted the aircraft using the Poly­ sional, very gentle "Sammy Mason­ would seem to have no practical ad­ Fiber process. The paint scheme he like" aerobatics when the mood hits vantage inside a wing, but there is chose is unique. He wanted a mili­ him. And just as important, with his certainly no question about their tary look, but when he found an helmet on and his goggles in place, illustration in color of a typical this "aeronautical young man"-now strength and light weight. Another example of the "no com­ Czech Bli 133 trainer and saw that fully renovated and essentially a new promise with quality" philosophy is these had been painted overall "mud airplane again-provides Steve with the use of very expensive, double brown" by apparently using a broom continuing memories of the best of row ball bearings in each control as a brush, he quickly decided that the many hours of challenging enjoy­ hinge, giving unusually smooth no way could he ever settle for that. ment that started years ago in the old The next best possibility, he decided, Stearman and the Waco UPF-7. The controls but at significant cost. Also, one glance is enough to con­ was to invent a color scheme and result is far from "a fountain of vince anyone that the designers of trim system that "might have been youth," but for Steve it comes reason­ the aircraft were uninterested in any used" on a Czech trainer even if it ably close. With his long string of completed of the easier and less expensive ways hadn't. Yellow is bright and pretty to deal with a steerable tail wheel. and often used for trainers of about building, rebuilding, and restora­ Positioned well ahead of the rudder the same vintage as the Jungmann tions projects-culminating in the hinge line (and looking a bit like the in the United States and England, so Thorp and currently the Jung­ non-retractable tail wheel on the Me this was selected as the overall color. mann-Steve Hawley represents 109), the cables, their attachment Both the national insignia on the very clearly what the best of "home­ pOints, and the arrangement of the top of the top wing and the bottom building" and the EAA are all about. two cables from rudder bell crank to of the bottom wing, as well as the tail wheel bell crank is exceedingly white horse on a shield, squadron ABOUT THE AUTHOR Russell Davis (EAA 584519) is a complex. According to Steve, he emblems that were done on the fuse­ retired university ecology professor. lage sides, were some that Steve had spent more time rebuilding and ad­ He started with ultralights in his late justing this than any other one single seen in a photo of some Czech jet system on the airplane. But once in­ fighters. The overall effect seems re­ 60s, soon switched to general avia­ alistically military-and certainly a tion lessons , and passed his stalled it does work well! The aileron control mechanism is bit Czech-ish-but, whatever, Steve's checkride as a private pilot at age 7l. another example. On each side, the Jungmann is in any case a very at­ He now owns and flies a Cessna 140 two ailerons, rather than being con­ tractive airplane! that is kept in a shared hangar at nected together and worked by a When the time came for the Ryan Field, just down a taxiway single push-pull pushrod, are check flights of the newly restored from Steve Hawley's. moved by the pull-pull action of Jungmann, Steve quickly realized During the interview with Steve two lengths of tie rod (extending why the Bli 133 had been so well for this article about his Jungmann, from one aileron to the other). thought of as a trainer. With all the Steve and the author were surprised These consist of the same expensive, idiosyncrasies of any taildragger, it is to learn that they both had been streamlined steel "wire" used for the otherwise, Steve claims, an absolute born and raised in Hanford, Califor­ interplane bracing and for the drag joy to fly. One flight and he knew nia, went to the same high school and anti-drag wires. And again, this immediately that this airplane was a and remember many of the same aileron system is strong and light keeper; it is the finest flying airplane teachers, and had ev e n enjoy ed and works exceedingly well, but he has ever flown, bar none. His milkshakes at the same well-known there are certainly cheaper and eas­ scratch-built Thorpe T-18, with its ice cream parlor. Small world! ..... 16

APRIL 2002

The McDonald's

Moon B UDD D AVISSON

oes anyone want to guess how long the ever-pres­ ent, Mooney four-place M20 has been with us? Try since August 1953. That's when the prototype first flew, and it went into production in 1955 . That's 47 years of Mooneys, and although it has been re-engined, slicked up, and pushed ever and ever faster, the

D

same basic airplane is still with us. In case you missed a minor point here: the Mooney M20 has been part of the general aviation scene longer than even the Cessna 172. More than that, with the exception of two years, 1972 and '73, it has been in continuous production dur­ ing that entire period. Until recently, of course. Pretty impressive!

For some unknown reason, al­ though we're now seeing herds of 1950s and '60s airplanes of every de­ scription being restored and gussied up , we see very few Mooneys that have felt the restorer's touch. Part of that may be because it's hard to be­ lieve that Mooneys can be old enough to qualify for restoration. Also, Mooneys have never been VINTAGE AIRPLANE

17

Lycoming's ubiquitous 180-hp engine powers several great airplanes from this era, and the Mooney M20C will cruise at 150 to 155 knots at 75-percent power.

thought of as classics. That makes no sense. After all, it is a contempo­ rary of the square-tail Cessnas, small-window Bonanzas, and short­ wing, nose-dragging Pipers. We can't think of a single reason more early Mooneys aren't restored, other than it's nearly impossible for the nonex­ pert to tell a '58 model from a '68 model. It's hard to establish "old" for an airplane when all the models look basically the same. And then there's the fact that the airplane is as reliable as a claw hammer and so us­ able that few have ever been allowed to drift into derelict condition. Still ... there are those few. Monroe and Nancy McDonald, Dallas, Texas, stumbled upon one of those few Mooneys that might qual­ ify as being derelict. When Monroe squinted in the dark hangar and brushed a half-inch of dirt and cob­ webs away so he could open the door of N1240X, he was one of the first to do so in more than five years. During that time, the airplane, a 1963 Mooney M20C had been just sitting there , its tires turning into petrified lumps while age and disuse worked hard at crippling its systems. 18

APRIL 2002

Although it was hard to tell for sure, Monroe thought it might just be the diamond in the rough he was look­ ing for. Monroe McDonald wasn't look­ ing for a Mooney, per se , but he knew he had to have "something." Airplanes had always been part of his life, but because of the pressures associated with starting his own business, he had been without one for nearly five years. Considering that one airplane or another had lived with him for most of his life, that was at least five years too long. Born and raised in Dallas, Mon­ roe carried his electrical engineering degree straight from SMU to the Hughes Aircraft employment office, where he immediately found a slot in its missile division . From that point on he began the long, erratic life of a professional engineer, which had him moving from one corner of the country to another, usually tak­ ing up residence near an Air Force base (AFB). One of his first assign­ ments was at Seymour Johnson AFB where, "I had a lot of free time, so J thought I'd learn to fly." Shortly after soloing a 7AC

Champ at a grass airport and while still a student pilot, h e bought a Warner-powered Fairchild 24. "In those days, it was just another old airplane and was the cheapest I could find. It cost me $1,100. "I flew the Fairchild for a while but then traded it for an 85 hp Swift." He grins as he says it. "At the time practically everyone said I was nuts. They said a student couldn't fly a Swift. Of course, they were wrong, and I put more than 200 hours on it before being relocated to Alaska, and I sold it. " A string of new assignments took him from Alaska to Pennsylvania to Arizona, and each time a different airplane became part of the move. "As my fortunes went up and down, I owned various types of air­ planes, from Cherokees to a Cess na 180 to 172s and 182s," he says. After changing jobs and settling in Dallas, he discovered homebuilts. "I was looking for a less expensive way to get into aircraft and saw a Sonerai. I was driving a VW at the time, so I knew the engine really well, and I got very enthusiastic. Then I sat in one owned by a guy in

perse­ vered clear through the '80s. At her death in the early 1990s she probably held the record for the most number of hours accrued by a female pilot at 33,000 hours. On top of that, she had participated in more than 328 air races, winning many of them. She was a legendary pilot, but even more important, she was a de­ termined flight instructor and was putting in three to five hours of dual a day as late as her 86th birthday. ~ The Mooney was one of her instru­ ~ ment trainers at Aero Valley airport, 8 a field she founded and built north '"::;;~ of Dallas. When Edna passed away, the Monroe uses a set of control locks he made using brightly colored acrylic owner of the airplane from whom plastic. A quick glance at the control surfaces shows they're in place! she had been leasing it just couldn't our EAA Chapter and realized this enormous amount of time on it. bring himself to sell it. Even though was not the right airplane for me. It That's when I heard about the he had lost his medical, rather than was a fun airplane, but not a travel­ Mooney." sell the airplane, he pushed it back ing machine." The Mooney was more than just a in the hangar and left it. When He scratched the homebuilt itch Mooney. It had been part of the Monroe went to look at it, it looked by buying two BD-4s. One had flight training operation run by the to him to be almost exactly what he been wrecked but had a good en­ legendary aviatrix Edna Gardner was looking for, as long as the air­ gine, while the other was basically Whyte. One of America's aviation frame itself was sound. The owner sound but needed an engine. The pioneers, she epitomized the drive was more cooperative than most in combination was obvious. How­ and guts it took to survive as a that he realized he'd have to give a ever, after putting more than 300 woman aviator in the '30s and '40s purchaser a broad ability to inspect hours on the BD-4, he decided to go into business for himself. In leaving the security offered by a job with a big corporation, he found , as so many entrepreneurs do, that an airplane was a luxury he couldn't afford at that moment. So, the BD-4 went into storage , where it still lingers today. The business he founded special­ izes in maintaining police in-car radar and camera electronics. It grew nicely, but about four years ago he had a revelation. "I found I was getting older faster than the work was getting done. On top of that , I wasn 't having much fun. I decided it was time to go looking for another airplane. What I was looking for was a traveling machine Still a work in progress, the new panel on the left is on a set of shock that needed just a little work. I re­ mounts. The right side and the hole in the panel are on his "airplane honey­ ally didn't want to spend an do" list. VINTAGE AIRPLANE

19

the airplane in addition to an excellent price. In Mon­ roe's case, this included bringing over Roy Lee, a Mooney-savvy aircraft and powerplant mechanic, and having him remove every­ thing that would unbolt so they could see how the air­ frame had survived over the years. Besides pulling off the inspection panels, they re­ moved the interior so they could closely inspect the steel cabin structure. The price was attractive but, ".. .if we had found any cor­ rosion, that would have ~ been a deal breaker," Mon­ roe says. liThe Mooney is an air­ plane that requires whom­ ever inspects it really know Mooneys," he says. "0 ne of the biggest problems is that the cabin section tubing and the wing attach points can easily get rusty. If the windows leak at all, mois­ ture runs down inside the fuselage and soaks the fiber­ glass insulation. Then the moisture not only doesn't want to evaporate, but it is held against the steel tub­ ing. That's why we tore the interior all the way down. You just can't inspect it any other way." The airplane was a later C model, so Monroe didn't have to worry about the seemingly identical wing of the orig­ inal M20s (Mark 20 and Mark 20As through 1960), which were built en­ tirely of wood. Mooney had started producing a metal tail for the air­ plane as early as '58, but the wood wing remained in production for a little while longer. Monroe knew they would proba­ bly have to overhaul the Lycoming engine, but when they inspected it, it was much worse than they thought. "The engine was essentially junk," he says. "Everything inside was rusty 20

APRIL

2002

Nancy and Monroe McDonald

and stuck together. Even though the airplane was in dry storage most of its life, the moisture in the air was enough to totally ruin it. So, I had Bela Ambros, a local engine legend who has since moved east, start from scratch, and I wound up with what is essentially a new engine." "We built a new instrument panel, which included making the left half float. I got rid of some after­ market stuff that wasn't very good and replaced the heavy World War II gyros with something a little more

modern," he says. "] fought the urge to build a wild­ looking panel. Instead, I decided] wanted it to look as stock as practical while still making it a modern, us­ able airplane. I don't need it to be totally IFR because , among other things, I don 't think flying IFR is very much fun." "The airplane had a 50­ foot paint job, but even from that distance you could tell the airplane hadn't been pre­ pared very well before being painted. The finish was peel­ ing, and I was almost ashamed to be seen in it. On top of that, we had a leaky fuel tank. We changed the fuel cells, and then I took it down to Ada, Oklahoma, and had it painted in Sher­ win-Williams urethane . Nancy and I spent a lot of time going back and forth with each other on the paint, '" so the final scheme was a 0: ~ joint effort." "l'm surprised to find anyone notices our airplane. I didn ' t do it to be an air show airplane, but just needed something to fly. I guess I'm like so many oth­ ers in that I don't think of a Mooney as a classic air­ ",plane. I just see it as a ~ practical, cross-country flier. ~ It cruises really easily at 150 ~to ISS knots, and the 180 hp engine doesn't burn all that much gas. "I figured it would take a year to finish, but, naturally, it took a little more than four years, and we aren't finished yet. Each time we annual the airplane, we plan on doing something major to it. At the last annual, we pulled the landing gear out, rebuilt it, and had it powder coated. So, I guess you could say it will never be completely finished. But then, is any restoration project ever really finished?" .......

LUB NOTES

OIL BREATHER "FIXES" ON

CONTINENTAL ENGINES

From the November/December 2001 Issue of Cub C lu es, the newsletter of the Cub Club. Nearly every owner of a Conti­ nental-powered aircraft has had this problem and is looking for the cure for the oil smears and streaks on the landing gear and belly of his or her airplane. The routing and exit of the oil breather line cause most of these streaks and smears. Even if the oil loss is small, a tiny amount of oil makes a big mess on the belly when combined with airport dust and dirt. Talk with a half-dozen A&P/IAs, and you'll get a half-dozen differ­ ent recommendations for how to correct the problem. Continental had done a breather oil loss "cure" on the 0-200s, but it wasn't ex­ plained and no part number was listed anywhere. After doing some serious dig­ ging among the various Continental parts and service manuals, the Continental recom­ mended "cure" can be found in the 0-200 service manual. The Continental assembly (the two pieces joined) number is 633182, but it is almost impossible to find in the parts catalog. It is made up of the usual AN 842-10

The "normal" installation, as built, showing how the breather fitting is pointed ver­ tically downward from the crankcase.

1 Continental's cure was to modify the brass right-angle breather tube fit­ ting (Part No. AN 842-10) that screws into the top right-hand corner of the engine and at­ taches to the hose leading to the breather tube. The modification attaches a tube to the end of the fitting, which goes into the engine. The purpose of displacing the pickup opening of the fitting is to "hide" the opening from the droplets of oil flung by the cam and the front bearing. VINTAGE AIRPLANE

21

fitting and the new tube. The new tube's part number is 633250, but it isn't in the parts catalog. Have one made and sanctioned by your

· 0

·0

;0

". ". ., ". . .. ', ... 0 0,..

.

IA instead of buying it from Conti­ nental because the price seems to be outrageous. In the 2000 catalog it was listed at nearly $240!

a

..

• • • • . '0

o

~~~:D ...o .. .

Comparing the stock breather tube to the modified breather tube . The modified version has an approximate 2-3 j 4-inch extension that is inserted into the breather tube cavity on the crankcase.

o

0().J The two sketches tell the story. The added tube is copper, brass, or steel with the outside diameter machined to fit inside the bored-out portion of the AN 842-10. The difference in outside diameter of the pipe and the inside di­ ameter of the fitting should match the process used to join them-about five-thousandths for brazing. Brazing is stated to be compatible with the other materials of the engine. On the left, a stylized view of the oil droplets flung toward the opening of the breather's AN fitting. Some of the droplets are captured in the fitting and are blown out the breather and onto the belly. On the right, the extension is shown and indicates how its opening is not subjected to the ingestion of the droplets of oil.

This view of the right half of the crankcase shows the modified breather fitting installed. The extended breather tube is still recessed within the cavity and does not interfere with any compo­ nent engine parts.

SERVICE BULLETINS OR "OLD PROBLEMS REVISITED"

From the February 2, 2002, newsletter of The Swift Museum Foundation Inc. One of the oldest and biggest problems that we have witnessed in a long time has resurfaced. Con­ tinental engines, everything from the C-65 to the 10-360 and more, may have a problem. It is not of­ ten that we get ahead of Continental or even the FAA, but in this case, it is in the best interest of Swift owners to be first. In 1969 I experienced a problem with a Continental crankcase that had been refurbished, resulting in the loss of rod bolt cotter keys in the first few hours of operation. The cotter keys, which just happen to torque to limits while vertical in the engine, wiped out against the cylinder base flange. Those that 22

APRIL

2002

torque horizontal do clear the cylin­ der base flanges. In 1993 Continental issued SIL 93-15, which suggests you take a hammer to the cotter keys to ham­ mer the heads down to clear the cylinder base flange. Can you imagine what the examiner would say to you if you did that to a cot­ ter key during your practical exam for your A&P? Now, the local Swift Works shop found the cause for low oil pres­ sure in a freshly rebuilt 10-360 to be a piece of a cotter key under the pressure relief valve. Further inves­ tigation revealed all cotter keys either damaged or missing on five of the six rods. If you have built or rebuilt any Continental series engines in the past few years, be sure to check screens, oil filters, and the like for

parts of cotter keys. As I stated above, just the slightest resurfac­ ing or reconditioning of crankcase parting surfaces can result in insuf­ ficient clearances from cylinder base flanges . This is not a new problem, but apparently an old problem that has been getting by. Teledyne Continental SIL 98-7 suggests that rod bolts and nuts be replaced at overhaul with their new No. 654693 bolt and No. 654487 nut for the 0-300 and 0­ 360 engines. These baIts and nuts do not require cotter keys and do provide more cylinder base flange clearance. These new bolts and nuts require a new twist for re­ moval. You must first tighten them 1/16-inch before they can be re­ leased or removed. That will take some remembering. Do not reuse the old style of rod bolts and nuts.

NEW MEMBERS

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

Daniel Jon es ... . .... . . . . ........ Lacombe, AB, Canada

Jill Oakes ........ . ... . ........ Winnipeg, MB, Canada

Robert Campbell . . ..... .. ..... Bomanville, ON, Canada

Bruce MCIntyre . .. . . .. . .. .. . Campbellville, ON, Can ada

Ronald E. Tripp. . . . . . . . . . . . . Peterborough, ON, Can ada

Richard Buchan ....... . .. . . .... . .... London, England

Jean Luc Kaiser. . ... . . . . . . . .. Mo ntigny Les-Metz, France

Koichi Takasaki .. .. .. .. . . . ... . Chofu-City Tokyo, Japan

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

Tomas Martin Do mingo . ... . ...... . ... . . Madrid, Spain

Kurt Schumacher ...... . .... . ...... Klo ten , Switzerland

Matthias Sieber .... . ... . .. ..... Nurensdorf, Switzerland

Hans Ulrich Binz .......... . ...... Winkel, Switzerland

Heinz Witt .... . ....... . .. .. . ..... Winkel, Switzerland

H. Mark Smith ...... . ....... . ... ...... North Po le, AK

Walter Yankauskas .. . ..... . ............ Anchorage, AK

Millard Smith .. . . .. . . ......... . ... . Crawfordsville, AR

Nova Hall ... . .. . . .... .... . .. . .. .. . . .... Phoenix, AZ

Sidney E. Mack . . ......... . .... .. .. . .. .. . Phoenix, AZ

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

Randy P. Beloff . .... . ....... . . ....... .. .. Orange, CA

William B. Bingham ........ . . .. ... Fountain Valley, CA

Steve Brown ..... . .... . . . .... .. .... . . . . Mento ne, CA

Steve DaValle . .. ..... . ..... .. . . .. ...... Stockto n, CA

Robert Kevin Eldridge ... .. ... .. . ... . ... . .. Corona, CA

Bob Harris . . ...... . ..... . . ... . ......... La Mesa, CA

Donald Hilliker . . .. .. . .... ... . .. . .. ..... Fairfield, CA

John Kearns ......... . . ..... .. ........... Pioneer, CA

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

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

Tom Praisler ...... . .......... . .. . . .... Columbia, CA

Rolly Pulaski ..... . .... . .. .. . ... . . .. Laguna Beach, CA

Dr. Robert Rothgeb ................... Lorna Linda, CA

Ga ry S. Sewall ...... . ... . . .. .. . . Huntington Beach, CA

Mike Sheehan .. . .. . ... . . . ... .. . ... ..... Ca rlsbad, CA

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

Regis Donovan ....................... . .. Denver, CO

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

Robert W. Proulx .... . .. .. ..... . .. . .. . Fort Collins, CO

M. McDonald ....... . . . ...... . ......... Stanford, CT Andrew C. Corsetti .......... . .. . .. . Pembroke Pines, FL Edward J. Fagan . . . . . .. ......... . ...... . Pensacola, FL Roberto P. Garcia . . . ... . ... . . . .. . ..... . Spring Hill, FL Charles E. Kessler . ........ . ...... . ... . ..... Ocala, FL Edward S. Main .. . . ..... .. .... .. .. . . . St Augustine, FL William G. Martin . ..... .. . . .. ......... . . . Dela nd, FL Robert Boyd Moorman .. . .. . ..... . .. .. .... Hialeah, FL Steven C. Pangborn . ... . .. . .... .. .... . .. .. . Cocoa, FL David W. Russell ... . ... . ... ... . .. . . .. . Fort Meyers, FL Ray M. Durham ........ . . .. .. . .. . . Warner Robins, GA William A. Fennelly . . .. . . .. . ........... Kennesaw, GA Henry A. McFarland . ..... . ..... ...... ..... Jasper, GA David A. Spitzer. .............. . ..... . . Dahlonega, GA Stephen L. Black .... . . . .... . .......... . Urbandale, IA Alan F. Breitbart .... . ..... .. . .. ...... Cedar Rapids, IA Steph en Tyson . .. ... . . . .................. Marion, IA Kasey Lindsay .. . .. . ... ... . .. . .. . .. . .. . .. Lakefork, ID Larry Acke rman ............ . .. . . . ... . ... Rockford, IL Gary Karner ....... . ....... ..... . ... .. .. Glenview, IL Rodney K. Knoll .. .. .... .. . .. . . . ..... . .. . .. Byron, IL Mark Lipp . . .. .. .. .. ..... ... ...... Down ers Grove, IL Donald R. Wolters .. . . . . .... . .. . .. ... ... Barrington, IL Vincent A. Frazier. . . ..... .. .... . ..... . . Mt Vernon, IN

James D. Holbrook..... . .. . .. .. . . .. ....... Warsaw, IN

James Stutsman ... .. . . ...... . . .. .. .. . ... . Goshen, IN

Bob Gandy . ..... . . ... ......... .. . . .. .. .. Olathe, KS

Merlin W. Oswald . ....... . . ... ..... . .. . Herington, KS

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

Rodney A. Hill . . ... . . ..... . . .. ....... . ... Walton, KY

David Mueller ... . ..... .. . . . . . . . .. . . . . . .. Verona, KY

Stuart Philpott . ...... . ... . ... . . . ..... . . Louisville, KY

James E. Masterson . . . ....... . . .. .. . .. . .. . Natick, MA

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

Myro n W. Eckel ...................... Eagle Bend, MN

Do nald J. Glewwe ..... .. .... . ... . . . ..... Scandia, MN

Bill Rhoades ...... . ... . ...... . ....... Northfield, MN

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

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

David J. Albright. .. . . .... . ...... . ...... . Foristell, MO

Michael A. DaPrato ... . ...... ... . .. . .... St. Louis, MO

Ronald E. Wright .. . ... ... . . ..... . .. .... St. Louis, MO

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

Gil Long . .... .. .... . .. ....... . .. ..... . . Raleigh, NC

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

A. C. McKinley . . . ........ . . ....... Winston Salem, NC

Jeff Clausen . . . . . ... ........ . ... .... ..... Lincoln, NE

Rick Neilson .............................. Alma, NE

Richard S. O'Kane ....................... . ... Rye, NH

Robert Boyle . ... .......... .. . .. .. .. .. . .. Newton, NJ

Charles J. Loshe . . . .. . . . ... ..... . . ... . . Bridgeport, NJ

Steven McNeill ...... . ........ . . .. .... . ... Layton, NJ

Earle Moreland . . ... ... ..... . .......... Springfield, NJ

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

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

James Routt ...... .. .. .. . .... . .. . . . . Albuquerque, NM

Sheldon Tieder ................. . .... . . Rhinebeck, NY

Peter Torraca ........ .. ....... ... . .... . New York, NY

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

James K. Grieser. .. . . . . ..... . .. . . . .... . . Wauseon, OH

Sheila Walters . . .. ... . . . . ... .. . . .. .... Tallmadge, OH

Dave Neel .... . ....... . . ... . .. . . . .... .... Grove, OK

Richard B. Jeffryes .. . . .... . ........ . . .. .. Creswell, OR

James R. Herold . . ... . . ...... . . . . .... West Sunbury, PA

Robert Hooker ... .. . ... .. ..... . . .. . . Myrtle Beach, SC

Timothy Behlings ... . ........ . ... . . ..... . . Custer, SD

R. Joseph Fleeman ............ . . . ... . .. . Lawrence, TN Harold Jackson ... .... ... . .. ..... ....... Memphis, TN Mike Robinson . . .. . . . . ..... . ... . . .. Murfreesboro, TN Karl Brohan . ...... ...... . .... . .. ....... Roanoke, TX Mike Caraway ..... ... .. . ...... . .. .... . ... Keller, TX Tony Faust ............................ Ft Worth, TX Daniel E. Hopkins . .. .. ... . . . . .. .. .. .... . . . Austin, TX Neal Palmquist ... . ... . ... . . ........ Grand Prairie, TX Daniel A. Pratt. .. ... ... . . . .. . ........... Ho uston, TX Jay W. Prentice .. .. . . .. .. ... ... ..... . ... Granbury, TX Glen Renken . .. ... . . . .. . ............... Saginaw, TX Charles Rosenbloom .. ..... . . . ... . ... . . . . Crowley, TX K. M. Monson ....... . ... . ... . .... ... West Jo rdan, UT

James E. Ballenger . ..... . .. . . . .... . . Virginia Beach, VA

Francis F. Jo n es . .... . ... . ..... ..... . ... ... Suffolk, VA

Edward T. Stanfill .. . ...... . . . . ......... Alexandria, VA

Jeff W. Dow .. . ... ... . . .. . ... . .......... Graham, WA

Dennis E. Kelsey .... . . . . .. ..... . ..... . .. Connell, WA

Leroy Brandt ... . .. .. . .... ... . .. . ...... . ... Dane, WI

Curtis W. Pizza . ........ . . . . . . . .. . . ... .. ... Beloit, WI

Jo hn G. Zorn ......... . .. . . ........ . . Fond du Lac, WI

VINTAGE AIRPLANE

23

FLY-IN CALENDAR

The following list ofcoming events is furnished to our readers as a matter of information only and does not constitute approval, sponsor­ ship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Att: Vin­ tage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date. APRIL 20-Fort Pierce, FL-EAA Ch. 908 Pancake Breakfast, 7-11 a.m., EAA Hangar, St. Lucie International Airport. Info: 561-464-0538 or 561 -489-0420. MAY 3-S-Bur/ington, NC-VAA Ch. 3 Spring Fly-In. Alamance County Airport. Info: 910-947-1853 or 252-225-0713 MAY 3-S-Cleveland, OH-18th Annual Symposium of the Society of Air Racing Historians. Sessions featuring talks by pilots, crew mem­ bers and others at the Holiday Inn-Airport. Info: Herman Schaub, 440-234-2301 or Don Berliner, 703-548-0405. MAY 4--Meridian, MS-EAA Ch. 986 Fly-In. Topton Air Estates. Free BQ dinner 10 a.m.-2 p.m. Info: 601-693-1858 or tiddleross@msn.com. MAY 4-S-Woodland, CA_8 th Annual Great Valley Fly-In, Watts­ Woodland Airport (041). Judging of antiques, classics, and home­ builts. Pancake breakfasts, food vendors, raffle, Young Eagles pro­ gram. Info: 530-662-9631 or www.woodlandaviation.com. MAY 4-S-Dayton, OH-Ch. 48 Annual Funday Sunday Regional Fly-In at Moraine AirPark (1-73). Camping, awards, displays. Info: 937-859­ 8967 or www.MoraineAimark.com. MAY 4-S-Hendersonvil/e, NC-12 th Annual "Old Fashion" Air Fair. Western North Carolina Air Museum. Fly-ins welcome. Old and homebuilt airplanes, antique cars, food . Rides in antique and new aircraft. No admission charge. Info: 828-696-107l. MAY S-Rock(ord, IL-EAA Ch. 22 Fly-In/Drive-In Breakfast, Greater Rfd. Airport, Courtesy Aircraft Hangar. Info: 815-397-4995. MAY ll-Toughkenamon, PA-EAA Chapter 240 Open House & Hangar/Clubhouse Dedication. 28 th Annual Fly-In/Drive-In season at New Garden Airport (N57), with pancake breakfast. Young Eagles flights. Admission free. Info: 215-761-3191. MAY 16-18-Hayward, NV?38th Annual Hayward Proficiency Air Race. Prizes, trophies, awards banquet. Limited to 75 aircraft. Entries close April IS. Info: www.hwdairrace.org or info@hwdairrace.org. MAY 17-19-Colllmbia, CA-Gathering of Luscombes 2002, 26 th annual event. Aircraft judging, spot landing, flour bombing competi­ tions, and more. Info: 559-888-2745; 619-482-8236, or www.lus­ combe-cla.org.

EAA FLY·IN SCHEDULE 2002 SUN I NFUN EAA FlY·IN

www.sun-n-fim.org April 7·13, Lakeland, FL EAA ROCKY MOUNTAIN REGIONAL

VIRGINIA STATE EAA FlY·IN

www.vaeaa.org September 7-8, Dinwiddie County Airport EAA EAST COAST FlY·IN

www.greeieynet.com/eaaregiol1al June 29·30, Longmont, CO

www.eastcoastflyin.org September 13-15, Toughkenamon, PA

NORTHWEST EAA flY-IN

EAA SOOTHWEST REGIONAL FlY·IN

Ivww.nweaa.org July1().14,Arlington, WA

www.swrfi·com September 27-28, Abilene,TX

EAA AlRVENTURE OSHKOSH

EAA SOUTHEAST REGIONAL FlY-IN

www.airventure.org July 23-29, Oshkosh, WI

www.geocities.com/-serfi October 4-6, Evergreen, AL

EAA GOlDEN WEST REGIONAL flY-IN

COPPERSTATE EAA FlY·IN

www·gwfly-in.org September 6·8, Yuba County Airport (MRV) EAA MID-EASTEIIN flY-IN

419·447·1773 (telefax) September 6·8, Marion, OH

24

APRIL 2002

www.copperstate.org October 1()'13, Phoenix, AZ

MAY IS-Fort Pierce, FL-EAA Ch. 908 Pancake Breakfast, 7-11 a.m.,

EAA Hangar, St. Lucie International Airport. Info: 561 -464-0538.

MAY IS-Cooperstown, NY-(K23) Old Airplane Fly-In & Breakfast Sponsored by EAA Ch. 1070. 7:30 a.m.-Noon, rain or shine. Adults $4.00, Children under 12 $3.50. Pilots of 1962 or older aircraft eat free! Info: 607-547-2526. MAY 18-19-Chattanooga, TN-Airshow Chattanooga 2002 "Salute to Veterans," Chattanooga Metropolitan Airport. In addition, will host aircraft from every era from WWI to those used in the wa r in Afghanistan today. Proceeds benefit children at T.e. Thompson Children's HOsp. in Chatt. Info: 423-778-7373. MAY 19-Niles MI-(3TR) VAA Ch. 35 Fly-In Breakfast. 7-11 a.m. Info: 219-272-5858. MAY 19- Troy, OH-VAA Chapter 36 1st Annual Fly-In Barbeque at Waco Field. Info: 937-447·4145. MAY 19-Romeoville, IL-EAA Ch. 15 Fly-In Breakfast at Lewis Romeoville Airport (LOT). Info: 630-243-8213. MAY 19-Warwick, NY-EAA Ch. 501 Annual Fly-In. Warwick Aerodrome (N72) . 10 a.m.-4 p.m. Registration for judging closes at 2pm. Info: 212/620-0398. MAY 24-2S-Atchison, KS-36 th Annual Kansas City Area Fly-In, Amelia Earhart Memorial Airport (K59). Info: 816-238-2161 or 816­ 363-6351, or jsullel1S@kc.rr.com. MAY 2S-Zanesville, OH-EAA Ch. 425 F1y-In/Drive-ln Breakfast. Riverside Airport. 8 a.m.-2 p.m. Breakfast all day, lunch items 11 a.m.-2 p.m. Fly Market. Info: 740-454-0003. MAY 26-Portage, W1-EAA Ch. 371 Fly-In Breakfast. 7 a.m.-Noon.

Info: 608-742-3300.

MAY 31-JUNE I-Bartlesville, OK-16 th Annual Biplane Expo at Frank Phillips Field. Forums, static displays, seminars, exhibits. All types of aircraft and airplane lovers are invited. Biplane crews and NBA mem­ bers admitted free. Info: Charlie 918·622-8400 MAY 31-Jllne 2-Columbia, CA-(022) Bellanca-Champion Club West Coast Fly-In 2002. Forums, food, fun, camping, hotels, BBQ Fri., Steak Dinner Sat. Advance Registration encouraged. Info: www.bellan­ ca-championclub.com or 510-490-2865. JUNE I-Alliance, OH-Young Eagles & Old Buzzards Day. Barber Airport (201) . EAA Ch. 82. 10 a.m.-5 p.m. Food & fun. Pilots and aircraft needed. Info: 330-823-1168 or www·fbarber@alliancelink.com. JUNE 2-Cheboygan, MI-EAA Ch. 560 w/ Great Lakes Air, Annual Fly/Drive-In - Steak Out. St. Ignace, MI Airport. Noon-4 p.m. Info: 231-627-6409. JUNE 2-DeKalb, 1L-38th Annual Ch. 241 Fly-In. (DKB) Breakfast 7 a.m.-Noon. Info: 847-888-2919. JUNE 7·9-Reading, PA-Mid Atlantic Air Museum WWIl Commemorative Weekend, Mid Atlantic Air Museum. Tickets at gate $13 adults, $5 children age 6-12. Special3-days for $25. Info: 410­ 997-7404 or tPierce@Avialantic.com or IVww.maam.org/meriia.html. JUNE 7-9-Gainesville, TX-Texas Ch. Antique Airplane Association hosting its 39 th Annual Fly-In. Gainesville Municipal Airport (GLE) Info: 817-429-5385; 817-468-1571. JUNE 13-16-St. Louis, MO-American Waco Club Inc. Fly-In. Creve Coeur Airport. Info: Phil 616-624-6490 or Jerry 317-535-8882. JUNE IS-Cooperstown, NY-(K23) Old Airplane Fly-In & Breakfast Sponsored by EAA Ch. 1070. 7:30 a.m.-Noon, rain or shine. Adults $4.00, Children under 12 $3.50. Pilots of 1962 or older aircraft eat free! Info: 607-547-2526. JUNE IS-I6-South Bend, WI-Southeast Wisconsin Airfest. 8am-5pm ea. day. Air show, flight Simulators, military and vintage airplane showcase, children's entertainment area, vintage car show and parade, food, and more! Firefighters, Police, and active or retired military, admitted free with ID or proof of service. Info: 800-414-0065. JUNE 16-23-1.,1s Vegas, NY-34th Annual Convention of the Int'l Cessna 170 Assn. Texas Station Hotel, 800-654-8888, Info 702-595-8019. JUNE 20-23-Mason, MI-Ercoupe Reunion National Convention. Mason-Jewett Airport (TEW). Everyone welcome. Info: 810-231-3392 or mlrdllnlap@yahoo.com. JUNE 22-Zanesville, OH-EAA Ch. 425 Fly·ln-Drive-In Breakfast. Riverside Airport. 8am-2pm. Breakfast all day, lunch items l1am­ 2pm. Fly Market. Info: 740-454-0003. JUNE 22-Wauseon, OH-Ch. 149 Annual Pancake Breakfast Fly-In. Fulton County Airport (USE). Info: 419-636-5503. JUNE 23-Niles, Ml-EAA Ch. 865 Annual Fly-In/Breakfast at Jerry Tyler Municipal Ai rport (3TR), 7 till noon. Info: 219-271-8533.

JUNE 27-30-Mr. Vernon, OH-43rd Annual

Nat'l Waco Club Reunion. Wynkoop Air­ port. Info: 937-866-6692 or WACOASO@aol.com. JULY 4-Mansfield, OH-(MFD) Pancake Breakfast Mansfield Aviation Club, 7-11 a.m. Info: 419-774-7575. JULY 6- Rensselaer, TN-EM Chapter 828 Fly­ In at Jasper County Airport. Ham & bean lunch. Info: 219-866-5587. JULY 5-7-Alliance, OH-Taylorcraft Founda­ tion, Taylorcraft Owner's Club Fly-In & Reunion. Barber Airport (2Dl). Breakfast Sat. & Sun. by EAA Ch. 82. Info 330-823­ 1168 or www.taylorcraft.org. JULY 13-Toughkenamon, PA-EM Chapter 240, 28th Annual Fly-In/Drive-In Pancake Breakfast 8:00 a.m. at New Garden Airport (N57). Young Eagles' Rally. Admission free. Info: 215-761-3191 JULY 13-Zanesville, OH-EM Ch. 425 Fly­ In/Drive-In Breakfast. PARR Airport. 8 a.m.-2 p.m. Breakfast all day, lunch items 11 a.m.-2 p.m. Fly Market. Info: 740-454-0003. JULY 2O-Cooperstown, NY-(K23) Old Air­ plane Fly-In & Breakfast Sponsored by EM Ch. 1070. 7:30am-Noon, rain or shine. Adults $4.00, Children under 12 $3.50. Pi­ lots of 1962 or older aircraft eat free! Info: 607-547-2526. JULY 20-21-Dayton, OH-lst Eastern Region Nat'l Aviation Heritage Invitational coincid­ ing with 2002 Dayton Air Show. Co-sponsored by Rolls-Royce North America, NASM, Nat'l Aviation Hall of Fame and Reno Air Racing Assn. No more than 50 aircraft

are selected for each Invitational. Applica­ tions are due by June 15. For details on eligibility and judging criteria, entry applica­ tion, etc. contact Ann, 703-621-2839. AUGUST 4-Queen City, MO-15th Annual Watermelon Fly-In. Applegate Airport. Info: 660-766-2644. AUGUST 9-11-Alliance, OH-Ohio Aeronca Aviators Fly-In and Breakfast. Alliance-Bar­ ber Airport (2Dl). Info: 216-932-3475 or bwmatz@yahoo.com or www.oaafly-in.com. AUGUST 100Toughkenamon, PA-EM Ch. 240, 28th Annual Fly-I n/Drive-In Pancake Breakfast. 8:00 a.m. New Garden Airport (N57). Young Eagles' Rally. Admission free. Info: 215-761-3191 AUGUST 17-Cooperstown, NY-(K23) Old Airplane Fly-In & Breakfast Sponsored by EM Ch. 1070. 7:30 a.m.-Noon, ra in or shine. Adults $4.00, Children under 12 $3.50. Pi lots of 1962 or older aircraft eat free! Info: 607-547-2526. AUGUST 23-25-Sussex, N! -Sussex Airshow. Top performers. All types of aircraft on dis­ play. Info 973-875-7337 or www.sussexairportinc.com. AUGUST 31-Zanesville, OH-EM Ch. 425 Fly-ln!Drive-ln Breakfast. Riverside Air­ port. 8 a.m.-2 p.m. Breakfast all day, lunch items 11 a.m.-2 p.m . Fly Market. Info: 740­ 454-0003. SEPTEMBER 12-15-Reno, NV-4th Annual Western Region Invitational. Co-sponsored by Rolls-Royce North America, NASM, Nat'l Aviation Ha ll of Fame and Reno Air Racing Assn. 1 0 more than 50 aircraft are selected

for each Invitational. For details on eligibil­ ity and judging criteria, entry application, etc. contact Ann, 703-621-2839. SEPTEMBER 13-15-Watertown, W/-2002 Midwest Stinson Reunion. (RYV). Info: 630­ 904-6964. SEPTEMBER 14-Hollywood, MD-EM Ch. 478 Fly-In, Open House, Young Eagles Rally, and Pancake Breakfast. Captain Wai­ ter Francis Duke Regional Airport (2W6). Info: 301-866-9502. SEPTEMBER 14-1S- Bayport, New York-An­ tique Airplane Club of Greater New York Fly-In. Brookhaven Airport. Static display of vintage & homebuilt aircraft. Awards in various categories. Info: 631-589-0374. SEPTEMBER 20-21-Bartlesville, OK-46th Annual Tulsa Regional Fly-In. Frank Phillips Field. Type club forums, static displays, ex­ hibits. Admission by donation. Info: Charlie Harris 918-622-8400. SEPTEMBER 22-Hinckley, IL-Ch. 241 Fall Fly-In Breakfast. (OCl) On the grass. 7 a.m.-Noon. Info: 847-888-2919. SEPTEMBER 28-29-Alliance, OH-American Military History Event. Barber Airport (201). Info: 330-823-1168, w\vw.fbarber@al­ liance/ink.com. OCTOBER 5-S-Wauseon, OH-Ch. 149 An­ nual Mini Chile Fly-In. Fulton County Airport (USE). Info: 419-636-5503. OCTOBER 12-Toughkenamon, PA-EAA Chapter 240, 28th Annual Fly-In/Drive-In Pancake Breakfast. 8:00 a.m. at New Garden Airport (N57). Young Eagles' Rally. Admis­ sion free. Info: 215-761-3191.

MIKE'S

HANGAR

is "Practicing

a Tradition" We provide the fo llowing services: :> Restorations :> Paint and Fabric :> Metalfo rmi ng :> Fabrication :> Custom Building

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e-mail: m ike@mikeshangar.com

Visit the Website: www.mikeshangar.com

"I don't know, Howard. Maybe if we'd used Poly-Fiber we'd have finished it on time." Absolutely! And because Poly-Fiber doesn't support combustion, fire woul dn't have been as big a worry, either. The gargantuan Goose would have been lighter and stronger, too, ab le to fly even higher! What a shame Poly-Fiber wasn't around back then. Timing is everything, huh Howard?

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WW1 AERO (1900-1919), and SKYWAYS (1920-1940) Two Journals for the restorer, builder, & serious modeller of early aircraft. • information on current projects • news of museums and airshows • technical drawings and data • photographs • scale modelling material • news of current publications

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historical research workshop notes information on paint/color aeroplanes, engines, parts for sale • your wants and disposals

Sole distributors for P3V, a computer program to generate a 3-view from a photograph .

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ive the adventure and romance of the early days of flight with Will Turn er, pioneer av ia tor, in Chris Davey's exciti ng new novel, The Aviator's Apprrnrice. Will earns his wings in Florida before traveling to England to prove hi I11sel f as a n officer in the fledgling Roya l Flying Corps during the tumultuous opening weeks of the First World War.

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ISBN: 0-9676050-3-2 448 pages E-mail: books@luckypress.com

Will Turner's adventures continue with

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26

APRIL

2002

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• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings Free catalog of com plete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

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VlliTAGL. AL.I<O fAP.>I<ICJ. LTD '" PURVEYORS '"

Something to buy, sell or trade? Classified Word Ads: $5.50 per 10 words, 180 words maximum, with bold­ face 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 of second month prior to desired issue date (Le., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one inser­ tion per issue . Classified ads are not accepted via phone. Payment must ac­ company order. Word ads may be sent via fax (920-426-4828) or e-mail (cJas­ sads@eaa.org) using credit card payment (all cards accepted) . Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address adver­ tising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086. BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods, valves, piston rings Call us Toll Free 1/800/233-6934, e-mail ramremfg@aol.com Web site www.ra­ mengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202.

Antiques, Warbirds, General Aviation 304-466-1724 Fax 304-466-0802 www.aircraftexhaustsys.com

For sale, reluctantly: Warner 145 & 165 engines. 1 each, new OH and low time. No tire kickers, please. Two Curtiss Reed props to go with above engines. 1966 Helton Lark 95 , Serial #8 . Very rare, PQ-8 certified Target Drone derivative. Tri-gear Culver Cadet. See Juptner's Vol. 8-170. Total time A&E 845 hrs. I just have too many toys and I'm not get­ ting any younger. Find my name in the Officers & Directors listing of Vintage and e-mail or call evenings. E. E. "Buck" Hilbert Wanted: Kinner #610 taper shaft prop hub. Russ, 610-372-7333.

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OHIO AIRCRAFT INTERIORS

Parr Airport (421)

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Flying Wires for Sale

Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

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"Originol

1954 4·PLACE TAYLORCRAFT 15A "TOURIST" 3 doors; 6-CYL. Continental C-145-2H

1084 hrs. ITAE, 340 hrs. STOH.

CECONITE & BUTYRATE, Always hangared.

A rare Classic, one of 6 flying.

A most reliable and forgiving STOL.

All logs, ADs, 337s available , manuals.

King KX-125NAVCOM, KT-76A w.ACK A-30.

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Can view inventory list at www..f1yingwires.com 800-517-9278

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Sport Pilot continued from page 3

Workshop Schedule April 20-21. 2002 Watsonville. CA SHEET METAL COMPOSITE CONSTRUCT FABRIC COVERING

April 27-28. 2002 Pittsburgh. PA SHEET METAL COMPOSITE CONSTRUCT. FABRIC COVERING GAS WELDING

May 3-5. 2002

July 12-142002

August 9-11 . 2002 Griffin. GA

TIGWELDING

August 16-18. 2002 Griffin. GA RVASSEMBLY

August 17-18. 2002 Arlington. WA SHEET METAL COMPOSITE CONSTRUCT. FABRIC COVERING

Griffin. GA TIGWELDING RVASSEMBLY

Sept 14-15. 2002

Corona. CA RVASSEMBLY

June 21-23 2002

Griffin. GA TIGWELDING

June 21-23. 2002 Frederick. MD

Denver. CO SHEET METAL COMPOSITE CONSTRUCT. FABRIC COVERING INTRa TO AIRCRAFT BLDG. ELECTRICAL SYSTEMS & AVIONICS

May 31-June 2. 2002 Griffin. GA ADVANCED TIG WELDING

June 7-9. 2002

Griffin. GA RVASSEMBLY

Sept 20-22. 2002

Griffin. GA TIGWELDING RVASSEMBLY

RVASSEMBLY

Visit www.sportair.com for a complete listing of workshops.

$poRrAIR WORKSHOPS

---~---

28

APRIL

2002

1-800-WORKSHOP 1-800-967-5746 sportair@eaa.org

them, the ASTM Committee for Recre­ ational Aviation Products. For several decades EAA has worked with ASTM, a worldwide nonprofit organization that for more than 100 years has helped industries develop consensus specifications like those needed for LSA. The NPRM does not directly address the important need to recruit, train, and appoint designated pilot examiners and designated airworthiness represen­ tatives to certifica te new pilots and aircraft. EAA has been working with FAA to ensure that a sufficient number of qualified individuals are trained and ready to certificate pilots and aircraft once the rule is final. EAA encourages its members to learn more about sport pilot's opportunity by visiting www.sportpilot.org. After study­ ing the proposal, EAA urges you to comment on it, making suggestions to the FAA in areas where appropriate. Before commenting, EAA urges mem­ bers to review its summary of the NPRM, presented in the EAA Sport Pilot newslet­ ter bound into the March EAA Sport Aviation. It's also available on EAA's sport pilot website, www.sportpilot.org. When commenting, remember that all comments are open to public review. Identify the specific part of the NPRM you're commenting on, and comments should be concise, reasonable, and ra­ tional. Be factual and offer-and support-suggested changes. You can submit separate comments for different subjects. The docket number and your name, address, and phone number/e­ mail address is required in case the FAA needs to contact you to help them un­ derstand your point of view. Comments to the docket for the "Certification of Aircraft and Airmen for the Operation of Light-Sport Air­ craft" NPRM, Docket No. FAA-200l -11133, will be accepted until May 6, 2002. You can submit your comments online through the EAA sport pilot website at www.sportpilot.org. To comment by mail, send two copies of your comments to Docket Management System, U.S. Department of Transporta­ tion, Room Plaza 401, 400 Seventh St., SW, Washington, D.C. 20590-0001. Re­ member that Washington, D. C., mail service has not fully returned to normal, so there's no guarantee your comments will arrive by the May 6 deadline . We strongly urge you to consider submitting your comments via electronic means:-+'"

Membership Services Director~

VINTAGE

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ASSOCIATION

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

OFFICERS President Espie 'Butch' joyce P.O. Box 35584 Greensboro, NC 27425 336-668-3650 windsock@aol.com

Secretary Steve Nesse 2009 Highland Ave. Albert Lea, MN S6007 507-373-1674

George Daubner

2448 Lough Lane Hartford, WI 53027 262-673-S885 vaaflyboy@aoi.com Treasurer Charles W. Harris 7215 East 46th Sl. Tulsa, OK 74147 918-622-8400 cwh@hv5u.com

David Bennett

P.O. Box 1188

RoseVille, CA 95678

916-645-6926

Jean nie Hill

P.O. Box 328

Harvard, IL 60033

815-943-7205

antiquer@inreach.com

dinghao@owc,net

Robert C. "Bob" Brauer

Steve Krog

1002 Heather Ln.

c~~t!~;: 1~°Jri~~O

john Berendt

7645 Echo Point Rd.

Connon Falls, MN 55009

507-263-2414

fchld@rconnect.com

joh n S. Copeland IA Deacon Street North';O~~~?~:Nf5 0lS32

Hartford, WI 53027

262-966-7627

sskrog@aol.com

Robert D. "Bob" Lumley

1265 South 124th Sl.

Brookfield, WI 53005

262-782-2633

lumper@execpc.com

copeland L@juno.com

Phil Coulson

Dean Richardson 1429 Kings ~nn Rd

28C1~t~:,~p~fo~fr.

Stou~~i7_8~gl589

616-624-6490 rcoulson516@cs.com

dar@aprilaire.com

3i~l!e~t~r~IT'r1~~~:

507-288-2810 rgomoD@hotmail.com Dale A. Gustafson 7724 Shady HiDs Dr.

Indi3~am~~_~3t6278

Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774

260-493-4724

chief7025@aol.com

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414-77 1-1545 shschmid@gdi net.com

DIRECTORS

EMERITUS

Gene Chase 2159 Corlton Rd. Oshkosh, WI 54904 920-231-5002

E_E_"Buck" Hilbert P.O. Box 424 Union, lL 60180 815-923-4591 buck7ac@mc.net

ADVISORS Alan Shackleton

P.O. Box 656

Sugar Grove, IL 60554-0656

6301466-4 193

103346.1772@rompuserve.com

Steve Bender 81 S Airport Road Roanoke, TX 76262 817-491-4700 sstlOO@worldnet.att.net

@

eaa.org

EAA and Division Membership Services 800-843-3612 . ... .. . ..... FAX 920-426-6761 Monday-Friday CSn (8:00 AM-7:00 PM • New/renew membersh ips: EAA, Divisions (Vintage Aircraft Association, [AC, Warbirds), National Association of Fl ight Instructors (NAF[) • Add ress changes • Mercha ndise sales • Gift membershi ps

Programs and Activities EAA AirVenture Fax-On-Demand Directory . ................ ....... __ 732-885-6711 Auto Fuel STCs .. ............ 920-426-4843 Bu ild/ restore information ,. _.. 920-426-4821 Chapters: locating/organ izing .. 920-426-4876 Education .... .. ......... . .. 920-426-6815 • EAA Air Academy • EAA Scholarships

Flight Advisors information .. .. 920-426-6522 Fligh t Instructor information ... 920-426-6801 Flyi ng Start Program . . ... . .. .. 920-426-6847 Library Services/ Research ...... 920-426-4848 Medica l Questions .. ...... .... 920-426-4821 Tech nical Counselors . .. ...... 920-426-482 1 Young Eagles .. . . ......... . . . 920-4264831 Benefits AUA .... .......... .... . . .. 800-727-3823 AVEMCO .... . ...... .... . .. 800-638-8440 Term Life a nd Accidental ... _. . 800-241-6103 Death Insurance (Harvey Watt & Com pany) Editoria l Submitting article/ photo; advertiSi ng infornla­ tion 920-426-4825 ......... .. . FAX 920-426-4828 EAA Aviation Foundation Artifact Donations . _. . ..... .. 920-426-4877 Financia l Support . . . . . . . . . .. 800-236-1025

Gene Morris

5936 Steve Court Roanoke, TX 76262 81H91-9iiO n03capt@flash.net

Roger Gomoll

Fax (920) 426-4873

E-Mail: vintage

Vice-President

DIRECTORS

773-779-2105

photopilot@aol.com

Ph one (920) 426-4800

Web Site: http://www.eaa.org and h ttp://www.airvrnture.org

Dave Clark

635 Vestal Lane

Plainfield, IN 46168

317-839-4500

davecpd@iquest.net

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Associ­ ation, Inc. is $40 for one year, induding 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All ma jor credit cards accepted for membership. (Add $16 for Foreign Postage.)

AVIA TION magazine not included). (Add $15 for Foreign Postage.)

WARBIRDS

Current EAA members may join the EAA War­ birds of America Division and receive WARBlRDS magaZine for an additional $40 per year. EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Divi­ VINTAGE AIRCRAFT ASSOCIATION sion is available for $50 per year (SPORT AVIATION magazine not included). (Add $7 for Current EAA members may join the Vintage Foreign Postage.) Aircraft Associaton and receive VINTAGE AIR ­ PlANE magazine for an additional $36 per year. EAA Membership, VINTAGE AIRPLANE EAA EXPERIMENTER magaZine and one year membership in the EAA Current EAA m embe rs ma y rece ive EAA Vintage Aircraft Association is available for $46 EXPERIMENTER magazine for an additional per year (SPORT AVIATION magazine not in­ $20 per year. cluded). (A dd $7 for Foreign Postage.) EAA Membership and EAA EXPERIMENTER magaZine is available for $30 per year (SPORT AVIATION magazine not included). (A dd $8 for lAC Foreign Postage_) Current EAA members may join the Interna­ tional Aerobatic Club, Inc. Division and receive SPORT AEROBA TICS magazine for a n addi­ tional $45 per year. EAA Membership, SPOR T AEROBA TICS magazine and one year membership in the [AC Division is available for $55 per yea r (SPORT

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in Un ited States dollars. Add required Foreign Postage amount for each membership.

Membership dues to EM and its divisions are not tax deductible as charitable contributions.

Copyright ©2002 by the EM Vintage Aircran Association

All rights reserved.

VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircran Association of the Experimental Aircran Association and is published monthly at EM Aviatioo Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh. Wiscoosin 54903-3086. Periodicals Postage paid at Oshkosh. Wiscoosin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM Vintage Aircran Associalion, P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivery of VINTAGE AIRPLANE to foreign and APO addresses via sur­ face mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORiAl POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in artictes are solely those 01 the authors. Responsibility lor accuracy in reporting rests entirely with the contributor. No renumeratioo is made. Material should be sent to: Editor. VINTAGE AIRPLANE. P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. EM~ and SPORT AVIATION". the EM LogO<> and Aerooautica N are registered trademarks, trademarks. and service marks of the Experimental Aircraft Association, Inc. The use 01 these trademarks and service marks without the permiSSion of the EXperimental Aircraft Association, Inc. is strictly prohibited. The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation, Inc. The use of this trademark without the permiSSion of the EM Aviation Foundation, loc. is strictly prohibited.

VINTAGE AIRPLANE

29

~---'~~~'"------~~ I

N TAG E

MERCHANDISE a. Golf Shirts............. $31.95 The Vintage golf shirt is your versatile, comfortable, 100% combed cotton sport shirt for almost every activity.

Seagrass: md VOO539 Ig VOO540 xl VOO541 2x V00542 Ocean Blue sm VOO549 md V00550 Ig V00552 xl V00553 2x VOO554

Burgundy sm VOO543 Ig VOO545 xl VOO546 2x VOO547

Maize Yellow sm VOO555 md VOO556 xl VOO558 2x VOO559

ORDER ONLINE

WWW.EAA.ORG

b. Select Bound Vintage Volumes Limited quantities of Vintage bound volumes are available.

1990 and before . .......... $25.00 After 1990 ............... $30.00

c. Travel Mug ..... V00342 $12.95 Classic stainless steel mug with plastic handle and cap. Standard base fits most car cup holders.

d. Coffee Mug . .. .. V00234

$4.95 Enjoy your morning coffee with this blue trimmed Vintage logo mug.

TELEPHONE ORDERS

800-843-361 FROM US AND CANADA

e. Vintage Caps ... .......... $12.95

ALL OTHERS CALL

920-426-591 2

Choose a color and style to fit your personal taste.

MAIL ORDERS

Royal Blue . .............. V00355 Khaki . .................. V00356 Olive (not shown) • • • • • • • • • • • • • V00357 Maroon ................. V00438 Red w/navy (not shown) • • • • • • • V00361 Khaklw/navy ............. V00439 Yellow w/navy ............ V00435 Natural wired (not shown) • • • • • • V00436 Red w/black ............. V00437

P.o. BOX 3086 OSHKOSH , WI 54903-3086

e. 30

APRIL 2002

Leather Bags from

Vintage Aircraft

An embossed logo graces each of these finely crafted, genuine leather bags, which come in either tan or black.

f. Leather Briefcase •••••••••• $79.95 tan V00497 black V00510 Crafted with a rich design , this case has several interior pockets and goes from home to the boardroom in style. Approxi­ mately 12"h x 16"w x 4.5 "d

g. Leather Pouch ...•.••••.•. $21.95 tan V00584 black VOO513 Rapped, soft leather bag has shoulder strap. Approximate size: 7.5"h x 5"w x 15"d

h. Leather Backpack ••••••.•• $49.95 tan VOO498 black V00511 Perfectly sized with convenient zippered pockets on the inside and outside. Ap­ proximately: 11"h x g"w x 4.5"d

I. Leather Pocket Bag (black only) •.••••••••• VOO512 $46.95 Convenient phone/sunglass pocket make this bag a definite accessory. Approximate size: 9 "h x 6 "w x 3 "d

j. Embossed Denim Jacket ..... $65.99

Detail

",""~7 '. ~' .

•

Cotton denim jacket with Vintage patch

on the front and embossed planes and

logo on the back. xl VOO243 md V00241 2x V00244 Ig V00242

TM

DON'T MISS OUT ON

THESE GREAT VALUESI

ORDER NOW

TELEPHONE ORDERS

800-843-3612 FROM US AND CANADA ALL OTHERS CALL

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ORDER ONLINE

WWW.EAA.ORG MAIL ORDERS P.O. Box 3086 OSHKOSH, WI 54903-3086 VINTAGE AIRPLANE

31

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