VOL. 29, No.

10 OCTOBER 2001
STRAIGHT AND LEVEll Butch Joyce
2 VAA NEWS/ H.G. Frautschy
4 SPECIAL MESSAGE FROM TOM POBEREZNY
5 MYSTERY PLANE/H.G. Frautschy
6 TRANSITION TRAINING/Bob Radner
8 FLYING THE CANUCK/AI Stix
11 VAA AIRVENTURE 2001
21 PASS IT TO BUCK/Buck Hilbert
25 NEW MEMBERS
26 CALENDAR
28 CLASSIFIEDS
30 VAA MERCHANDISE
WWW.VINTAGEAIRCRAFT.ORG
Publisher TOM POBEREZNY
Edltor-In-Chlef scon SPANGLER
Exea,tive Director, Editor HENRY G. FRAUTSCHY
VAA Administrative Assistant THERESA BOOKS
Exerutive Editor MIKE DIFRISCO
Contributitlg Editors JOHN UNDERWOOD
BUDD DAVISSON
Grap'''c Designer OLIVIA L. PHILLIP
Photograp"Y Staff JIM KOEPNICK
LEEANN ABRAMS
Advertising/Editorial Assistant ISABELLE WISKE
BY ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION
T
here's so much to say, and so few ways to say
it. The events of September 11 will burn in
our hearts for the rest of our lives, and they
will be remembered by future generations in the
same way Pearl Harbor, Gettysburg, and the Battle of
Britain have been etched in the national conscious-
ness. The human toll is unimaginable. I've worked
with high steel structures for more
than 30 years, and when I saw the
first tower fall and then the other,
I knew all too well how high the
cost would be. My prayers and
thoughts go out to all who have
suffered because of this evil deed,
and I know that in the long run
those who perpetrated this un-
conscionable act will not profit
from it. The United States and its
great citizens have a big job to
complete, and I hope that every-
one will stay the course.
Being involved in the aviation
insurance business, my wife,
Norma, has heard a number of in-
teresting stories about the
immediate grounding of our na-
tion's aircraft. Many of our
members were grounded miles
. . . I KNEW
ALL TOO
WELL HOW
HIGH THE
COST
WOULD BE.
away from home and had to leave their airplanes
right where they parked. Overall, the vast majority
of pilots have been very understanding about the
reasons and the effects on their personal lives. Many
have also had to deal with the loss of income due to
the inability to fly VFR for more than a week, and as
I write this more than 600 airports are still unable to
resume normal VFR operations, since they fall
within the "enhanced Class B" airspace. VFR pilots
can't go to their field to buy gas, to depart to other
airports where they can stop for a visit or a bite to
eat, or even to conduct business. Even if these re-
strictions are lifted soon, the ramifications of this
will be felt for years to come.
EAA and VAA are hard at work each day, as they
do their absolute best to ensure that federal authori-
ties are aware of the situation in general aviation.
EAA President Tom
Poberezny's testi-
mony before the
aviation subcom-
mittee highlighted
the fact that even members of Congress are frus-
trated by the apparent lack of communication back
to them from the NSA and De-
partment of Defense regarding the
reasons for the continued shut-
down of VFR flight in the
enhanced Class B airspace.
Over the years it has seemed to
me that EAA has been so busy
working closely with the FAA that
at times it didn't really "toot its
own horn" about those actions.
I'm here to tell you that EAA mem-
bers are very fortunate to have an
EAA staff working as constructively
as it does with the FAA. When the
world of aviation came to a stand-
still, some of the first phone calls
made in the aftermath were be-
tween EAA and the highest levels
of the FAA, including repeated
conversations Tom Poberezny had
with the administrator of the FAA,
Jane Garvey. Mrs. Garvey actively sought EAA's input
on many of the issues at hand. We may not have al-
ways liked the answers we got (neither did the FAA, as
we understand it), but we were talking, and that was
the direct result of regular communication and trust
at the highest levels of EAA and FAA.
Naysayers amongst us have written in other publi-
cations that, "We'll never again see the freedom to fly
that we have enjoyed in the past .... " I don't agree.
In Tom's special message on page 4, he writes,
"We will not surrender all that aviation has achieved
over the past 97 years because of the terrorist actions
of a few individuals." We here at the VAA second
that motion. We'll do everything we can to make
certain that President Bush's assertion that we will
not surrender our freedom is taken quite literally,
and that we will again enjoy the sky. .....
VINTAGE AIRPLANE
VAA NEWS
COMPILED BY H.G. FRAUTSCHY
FRONT COVER: When have you
everseen four Spartan Executives
togetherin the air atthe same
time?From rightto left, NC17665,
Tom Horne, Savannah, Georgia;
NC17616, Ken and Lorraine Morris,
PoplarGrove, Illinois; NC34SE, Ben
Runyan, Vancouver, Washington;
and NC17667, Kent and Sandy
Blankenburg, Groveland, California.
EAA photoby LeeAnn Abrams, shot
with aCanon EOSlnequipped with
an 80-200mm lenson 100ASA Fuji
slidefilm. EAA Cessna 210 photo
planeflown byBruce Moore.
BACK COVER: CliffAmrhein, Harri-
son, Michigan, was trained as a
U.S. Navy photographerand apro-
fessional architectural model
builder. While in the Navy, he would
travel tosouthern California air-
ports, including Los Angeles
International,to photograph air-
planes, somethinghe'sdonefor
mostofhis life. In the mid-1950s,
the Lockheed SuperConstellation
wasthe queen ofcommercial avia-
tion, and itwas afrequentsubject
forCliff'scamera.
Cliff'swatercolorpaintingdepicts
two Connies on the ramp atLAX and
is based on aphoto he took on one
ofhis airportexcursions.
Currentlybusy paintingmu-
rals, Cliffcan be reached at
989/539-9975.
VAA MEMBERSHIP
CAMPAIGN
VAA is in the process of sending a
mailing to non-member pilots who
own aircraft that fall within our
judging guidelines. A few current
members who also received the
mailing were curious as to why they
were on our mailing list. The folks
who put together the list for us ex-
plained that the FAA registration
OCTOBER 2001
HUGHES H-l REPLICA NEARING FLIGHT
Designed by Howard Hughes and Richard Palmer, as well
as a small team of engineers, and built by Glenn Odekirk and his team,
the Hughes H-1 racer was designed and built to be the fastest landplane
in the world. On September 13, 1935, Hughes achieved the design goal
by flying the H-1 to a new world speed record of 352.322 mph. The
record was set over a specially instrumented course near Santa Ana, Cali-
fornia.
Now, after more than 35,000 hours of work, a team of master crafts-
men and craftswomen headed up by Jim Wright of Cottage Grove,
Oregon, has nearly completed a full-scale, exact replica of the H-l. These
photos, taken by EAA Technical Counselor Keith James, show what an
amazing piece of craftsmanship the replica is. Noted metalworking and
woodworking people such as Jim Younkin, Steve and Liz Wolf, and Kent
White are just a few of the many who have been laboring on this amaz-
ing re-creation. John Newberry, now age 94, was a young man of 23
when he worked on the H-1 project as one of the design engineers. The
last surviving member of the design team, Newberry was present when
the replica was rolled out into the sun for the first time, and he was
thrilled to see the airplane. Jim Wright, who heads up Wright Tools, is
planning on having the airplane flown and revisiting the original speed
record, which stood for more than two years until the Messersmitt Bf-
109 wrested the record away in November of 1937.
records and our membership list mailing will be very low. Ifyou do
can have differences for the same receive a mailing, we'd appreciate it
name. A member's address may be if you would pass along the
slightly or completely different than brochure and postcard to someone
the one used for the aircraft registra- you know who loves our airplanes
tion, hence the mailing would be as much as you do and ask that per-
sent to a current member. I've asked son to join us. We'd also like to
that the filter used to pare down our know if you receive the mailing by
list be reviewed, and I have been as- mistake, so we can cross-check the
sured that the number of members methods used to generate the mail-
who will inadvertently be sent the ing list.
2
SEPTEMBER 11
The tragedy inflicted on the peo-
ple of the United States and its
resulting restrictions will continue
to affect most of us for some time
to come. As I write this, VFR flight
in "enhanced Class B" airspace is
still prohibited, and many, many
members are grounded, unable to
move their airplanes. Countless
others had to leave their airplanes
at an airport nowhere near their
home base (a number of Stear-
mans heading home from the
Stearman fly-in, for instance). They
can retrieve them at this time only
if they' re outside of the restricted
airspace. FBOs and other related
businesses are suffering or simply
going out of business. The effect
on businesses will ripple through
the industry long after the last
flight restriction is lifted.
One of the greatest benefits of
our close affiliation with EAA is ac-
cess to their Government Programs
office. Here at EAA headquarters,
VAA is working closely with that of-
fice, obtaining information to be
disseminated as soon as possible.
During the days following the at-
tack, the FAA was changing the
NOTAMs on an as-needed basis,
and we coordinated with the Gov-
ernment Programs office to get the
word out via e-mail to those type
clubs who had supplied us with
CHARLIEJAMIESON
their e-mail addresses. The Internet
and e-mail proved to be invaluable
when it came to quickly getting in-
formation into the hands of
members. Also, EAA's e-Hotline
newsletter proved to be very help-
ful to members at large. You can
sign up to receive e-Hotline at
www.eaa.org.
Finally, I have to commend the
EAA headquarters staff members
who spent long hours after the ter-
rorist attacks answering members'
questions, fielding calls from gov-
ernment officials and members
alike, and working hard to get the
word out as quickly as possible. A
special tip of the cap to the web
development team, Government
Programs office, and the clerical
staff. It continues to be a chal-
lenge to meet the everyday needs
of EAA and VAA members and to
deal with the effects on our seg-
ment of general aviation, but
they're doing it.
Finally, a heartfelt "thank you "
to our members. You've been pa-
tient, respectful of the magnitude
of this tragedy, and helpful, as
we've queried many of you on the
effect of the shutdown. EAA cer-
tainly has not relaxed in any way
and will continue to work toward
re-establishing our flight privileges
in the currently restricted areas.
We received word that Charlie jamieson, designer of the jamieson
jupiter, has passed away at the age of 84. Charlie was active in aviation
throughout his lifetime, and many members may recall him as the chair-
man of the annual corn roast at the Sun 'n Fun EAA Fly-In. His
compatriots at EAA Chapter 635 have continued the tradition. Our con-
dolences to his wife, Lois, and their many friends and family members.
NEW
PRODUCTS
NEWVINTAGETIRES
AVAILABLE
Desser Tire Company, 800/247-
8473, has announced the production
of two new tires. The first is a smooth,
no-tread 800-by-4 tire intended for
use on the Piper Cub. Cub owners
have yearned for a replacement for
the fondly remembered soft Goodyear
tire, and Desser has accepted the chal-
lenge. These are new tires, stripped of
the ribbed tread, re-vulcanized, and
then re-certificated.
Desser also will be making an-
other tire that will appeal to those
who remember a tire produced in
the 1940s-the 500-by-5 4-, 6-, or
10-ply tire and the 600-by-6 4-, 6-,
and 8-ply tire with the diamond
pattern tread on the outer tread
area. The Aero Classic "Retro" tires
will be available in November. They
are new tires made here in the
United States using the old-style
molds. Taylorcrafts, Aeroncas, and
Luscombes, among many others,
used this style tire as standard
equipment when delivered from
the factory. Desser is making a lim-
ited time special offer on the Aero
Classic Retro tire; learn more at
www.desser.com.
VINTAGE AIRPLANE 3
A SPE CIAL MESSAGE
TOM POBEREZNY
PRESIDENT, EAA
SeptemberII,2001
SEPTEMBER 11, 2001, HAS
become a date signifi-
cant to world history.
Forevermore we will
remember where we
were when we watched
commercial airliners
fly into the World Trade Center, watched both World Trade
towers collapse, watched smoke billow from the Penta-
gon-all in real time, right now, live on TV.
No one ever envisioned tragedies of this magnitude, or
the impact they would have on the world, our economy,
and the lives of so many of us. I'd like to turn the clock
back to September 10 and start over. But nothing controls
time, so we must deal with the reality it measures and the
to gather important information to quantify the economic
impact and long-term damage caused by their grounding.
EAA's ultimate goal is to ensure that general aviation
does not have permanent restrictions placed upon it that
limit its ability to fly, grow, and continue to perform its crit-
ical role in the infrastructure that makes America and the
world work.
America has been-and will be-aviation's international
leader. Since the Wrights first flew at Kitty Hawk, it's taught
the world to fly. And it still does. Flight schools today, the
core of U.S. general aviation, teach tomorrow's professional
pilots to fly. If today's students are grounded, so, too, will
be tomorrow's commercial aviation operations, because air-
planes need pilots and skilled mechanics.
One of EAA's roles is to rebuild confidence in aviation.
ramifications of its events.
EAA and the aviation world in which
it exists reacted quickly when this na-
tional emergency grounded all airplanes.
As airplanes returned to the sky, with
airliners leading the way, we quickly re-
alized that we faced-and must deal
with-issues never before addressed.
In this national emergency, control of
America's airspace shifted from the FAA
and Department of Transportation to
the National Security Council and De-
partment of Defense. FAA and DOT
continued to play important roles, but
national security determined who re-
We will not
surrender all that
aviation has
achieved over the
last 97 years
because of the
terrorist actions of
a few individuals.
turned to the sky, and when and how they would fly.
Hours turned to days, days to weeks, all filled with con-
stant communication about how to resolve the issues of
safety, security, and the essential and economic needs to fly.
Members called and wrote, asking, "When will we get back
in the air?" and expressing concern that temporary restric-
tions on VFR flight might become permanent.
They wondered: Will aviation deteriorate and die at a
fragile time when we've been working hard to rebuild it?
Much has been written about September 11, and here is
not the place to recount all EAA has done each day on be-
half of you and aviation. (You can step through EAA's news
and actions on the website: www.eaa.org.)
Moving forward, to address tomorrow's critical issues,
we've extensively surveyed flight schools, instructors, and
FBOs and interviewed aircraft manufacturers and suppliers
OCTOBER 200 1
People responded to the tragedies of
September 11, met the challenges-and
rose above them. Today, EAA and its
members will do the same. We will not
surrender all that aviation has achieved
over the last 97 years because of the ter-
rorist actions of a few individuals.
For almost five decades EAA has wel-
comed all people to aviation and made
the dream of flight a reality. We are an
organization of doers, people who ac-
complish great things, from designing
and building airplanes and sharing in-
formation to volunteering our time to
benefit the common good and reaching
out to the future-our children. This is the spirit of EAA,
and it will see us rebound to continued future success.
Hard to believe at the time, but out of bad comes good.
Since September 11, I've seen everyone respond to what-
ever is asked with a tremendous willingness . The
cooperation and communication between aviation organi-
zations has been outstanding-all of us focused on getting
you back into the air without restriction.
I want to express pride and compliment the outstanding
work of your Headquarters staff and Washington Office.
Their efforts, combined with Chapter leaders, EAA councils,
and EAA-affiliate the National Association of Flight Instruc-
tors, have enabled us to respond quickly to the challenges
resulting from September 11, and, more importantly, to ad-
dress the long-term rebuilding that will overcome the losses
incurred-and, we shall overcome them. ......
4
THIS MONTH'S MYSTERY
PLANE IS A ONE-OFF RACING
PLAN E FROM TH E COLLEC-
TION OF PAUL STEPHENSON.
Pioneer-era aircraft often can be
baffling to many would-be mystery
plane researchers, and the July bi-
plane with the extraordinarily
flexible wing panels was no excep-
tion. We did have one response
guessing it was a Curtiss product,
but it was definitely not the model
the respondent suggested.
Close examination of the photo
shows the airplane resting on a
sandy beach, and a few details of the
airframe and powerplant installation
are evident. First, portions of the air-
frame appear to be made of bamboo,
since the nodules are visible. The
most interesting items in the photo
are the engine installations. The en-
gines are mounted horizontally,
driving the huge props through gear-
driven shafts. The structure appears
to be not nearly stiff enough for safe
BY H.G. FRAUTSCHY
SEND YOUR ANSWER TO: EAA, VINTAGE AIRPLANE, P.O. Box 3086, OSHKOSH, WI
54903-3086. YOUR ANSWER NEEDS TO BE IN NO LATER THAN NOVEMBER 10 FOR
INCLUSION IN THE JANUARY ISSUE OF VINTAGE AIRPLANE.
You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL. SEND YOUR ANSWER TO
VINTAGE@EAA.ORG.
BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY
AND STATE!) IN THE BODY OF YOUR NOTE AND PUT " (MONTH) MYSTERY PLANE" IN
THE SUBJECT LINE.
flight. We hope someone may be those of you who have a particular
able to add to our meager knowledge interest in that era. Feel free to
about this particular model. drop us a l ine at the addresses
We'll certainly leave it open to noted above.
VINTAGE AIRPLANE 5
TransitionTraining
Movin'onup
BOB REDNER
Y
ou've been flying your ba-
sic seaplane or amphibian
for a few years and have
had experiences and trips
you wouldn't trade for anything.
You've mastered the Cub on floats
or the Lake Buccaneer and are think-
ing about something bigger, faster,
or different-a new challenge to
move to the next level in the won-
derful world of water flying.
With 400 hours in a Republic
Seabee and 500 hours in a Lake
Renegade, I was ready to move up.
The Seabee is a great airplane for
learning the ways of a taildragger on
land and how to handle a flying
boat on the water. It is a tough, for-
giving airplane. It is probably not
the best airplane for a far-away ad-
ve nture. The Lake Renegade is a
much better airplane for long trips
to remote places. Like most four-
place airplanes, it is really
a two-place airplane when
loaded with full fuel, two
people, and gear for a fish-
ing trip.
My kids are old
e nough now that they
want to be included in
the Canadian fishing
trips that my brother and
I would do in the Lake.
So I began to search for
something bigger. Since I
am comfortable in flying
boats, my search pointed
to the Grumman Wid-
geon. One of my trips to
also for sale. As I drove up to look at
the Goose, my first thought was,
"How could I learn to fly something
this BIG?" When I got home I called
Brian Van Wagnen in Jackson, Michi-
gan, and asked, "If I ended up with a
Widgeon or Goose, would you help
me fly it home and teach me how to
fly it?" Brian said, "Sure, when do
we start!" I worked out a deal on the
Goose, still amazed at how big it
was. When I really started inspect-
ing it I found I could climb all the
way back in the tail from the inside!
I had transitioned from the
Seabee to the Lake after an hour of
land and water work. It seemed like
no big deal, and in a lot of ways the
Lake was easier than the Seabee.
Then my insurance company said I
needed 10 hours of dual, by a quali-
fied Lake instructor, before my
insurance would take effect.
At first, I thought this was crazy. I
already had 400 hours flying boat
time, and the Lake seemed easy. The
insurance company was firm on
their 10-hour requirement , so I
signed up with factory Lake instruc-
tor Rich Eilinger. Boy, was I wrong. I
learned more about the Lake in the
next 10 hours than I would have
ever lea rned on my own. Those 10
hours with Rich and the five hours
with Lake instructor Paul Furnee
were invaluable. We pushed that air-
plane to its limits in the air, on the
land, and on the water. I learned
where those limits are and what
happens when it's pushed to its lim-
its. I became a safe and competent
pilot in the Lake. It also made flying
it more enjoyable beca use I had
"been there, done that. "
When my insurance company
said I would need 10 hours dual , 20
water takeoffs and land-
ings, and 10 land takeoffs
in the Goose, I didn ' t
think it was enough. I
thought, "How about 50
hours of dual?" It seemed
like a huge step up from
the Lake and Seabee. The
five hours it took to get
my multiengine water rat-
ing in a twin engine
Seabee did not seem to
prepare me for the Goose.
The day came to pick
up the Goose in Racine,
Wisconsin, for the trip
back to Pontiac, Michi-
look at a Widgeon was Bob Redner and his wife, Kimberly, with their children, Arthur gan. Brian and I flew over
only an hour away from a and Ellen , are enjoying the extra room and load-carrying ca- in a Piper twin with a
Grumman Goose that was pabilities of the Goose. friend, with Brian di s-
OCTOBER 2001 6
cussing IFR procedures into Racine.
A front was approaching Racine
from the west, so the weather was
going downhill in Racine. I com-
pleted the paperwork with the seller
and gassed up the Goose. A half-
hour later we were ready to go.
Brian seemed too relaxed. After all,
here we were with a tired 1939
Goose that Brian had never seen be-
fore and the weather was getting
worse. Brian looked over at me in
and would allow me to get near the
limits before talking me back to nor-
mal flight-all this while going to
different lakes and airports, to mix it
up a bit.
One week later we went north to
Otsego Lake, Michigan, for more of
the same training for me and also
training for Mark and Steve Taylor
in their award-winning tur-
bocharged Widgeon. I rode in the
back of the Widgeon during Mark
ter crosswind takeoffs and landings,
water work on Lake st. Clair (with 2-
1/2-foot chop!), and lots of engine
failures on takeoff. Going with Bob
was good because it gave me an-
other opinion on how to properly
fly a Goose. After 23 hours of dual,
probably 40 each of land and water
takeoffs and landings, I felt I could
manage the Goose.
How would I have made a safe
transition without people like Brian
"Let's go."
Right there my train-
ing started, with Brian
explaining everything
he was doing. It seemed
automatic for him.
Halfway home we
stopped for lunch.
Then it was time for
some water work on
Gull Lake . Brian flew
this Goose like he was
just in it yesterday. Af-
ter we parked the Goose
Goose N327 cruises in the soft skies over Lower Michigan.
.---------------------------, and Bob? Qualified
the right seat and said,
in its new home at Pon-
tiac airport, Brian
patted the instrument panel and
said, "Good job, Goose." Then he re-
minded me that we are just
caretakers of these old airplanes and
it is now my responsibility to fly and
maintain Goose N327 carefully so
others will have the opportunity to
enjoy this airplane, too.
After two months of intense main-
tenance, inspection, and repair work,
N327 was ready to fly again. Day one
started with Brian at 9:00 a.m. and
we kept at it until 8:00 p.m. that
evening. Ten minutes after takeoff I
moved to the left seat. We did stalls,
steep turns, Dutch rolls, airspeed
management, systems management,
and then landings-on grass run-
ways and then on the water. Brian
talked all the time, explaining in de-
tail what was happening and why as
well as the mechanics of what was
going on. Most of the time his hands
were in his lap and his feet on the
floor. He would verbalize what to do
and why while I maneuvered the
beast. He knew where the limits were
and Steve's training, and they rode
in the back of the Goose during my
training. It was very interesting to
listen during their training and hear
some of the same lessons while see-
ing it from a different perspective.
After the weekend at Otsego Lake,
courtesy of Mark and his wonderful
family, I felt I could someday master
this Goose.
Because of some Goose mainte-
nance and Brian's schedule with
American Airlines, three weeks
went by before the next lesson. The
next lesson was more of the same
but included Single-engine work,
crosswind landings on pavement,
and formation flying with Bill Dis-
ilva and his Grumman Albatross. At
this point I had 17 hours of dual in
the Goose and felt reasonably com-
fortable when the conditions were
favorable. I felt I still needed more
and scheduled another six hours
with Bob Ulrich from Cleveland,
Ohio. We did more water work, step
taxiing, glassy water operations, wa-
people are sometimes
hard to find for train-
ing in these unique
aircraft we fly. In most
cases, those who are
qualified to teach en-
joy the opportunity so
much that it's fun for
everyone. If you are
moving to a different
airplane, search out the
most qualified instruc-
tor you can find. Spend
the time and money
on the best. It is a small
part of the total cost of
ownership and will probably save
you money in the long run. Good
training may save you much more
than money someday. Is my transi-
tion training done? No way, but
it's a good start toward a healthy
relationship with Goose N327.
By the way, the following week-
end my wife and I flew to Mackinac
Island in the Goose, her first ride in
it and my first flight without an in-
structor. It was one of the best flying
trips we have done.
To locate a professional in-
structor, contact the National
Association of Flight Instruc-
tors (NAFI), an affiliate of EAA.
Send mail to them at NAFI,
EAA Aviation Center, P.O. Box
3086, Oshkosh, WI 54903-
3086. You can call them at
920/426-6801 or send e-mail
to nafi@eaa.org. Visit NAFI on
the web at www.nafinet.org.

VINTAGE AIRPLANE 7
FlyingtheCanuck
Jenny'sCanadiancousinlivesinSt. Louis
AL STIX
HISTORIC AIRCRAFT RESTORATI ON MUSEUM
PHOTOS BY H.G. FRAUTSCHY
There are very few pilots who are interested in antique and classic aircraft who haven't
wanted to fly a Curtiss Jenny (or its Canadian counterpart, the Canuck). Finding one to
fly is the first problem. Convincing the owner to let you fly his piece oftreasure is another.
There are a few other little problems, like finding a suitable grass field, a light wind right
down the runway, and a place to put the aircraft down "just in case "-all very real con-
siderations ifyou are talking about the real McCoy.
J
ennys (Canucks) have no brakes.
They have a metal plate on the
bottom of the tail skid-which
precludes any sort of a hard surface
landing because of the lack of direc-
tional control possible once the tail
is down. The Curtiss IN-4 series were
basically powered gliders: They flew
on their wing, more than the power
generated by the engine. The rudder
is small, and the aircraft has very
marginal crosswind control. The
main difference between the Canuck
(made under license by the Cana-
dian Aeroplane Company) and the
jenny was the addition on the
Canuck of ailerons on the lower
wings. This also affected the wing
stagger. The tail on the jenny was,
however, somewhat taller than those
on the earlier Canucks. People that
have flown both claim that the
Canuck had better roll control.
This is not to denigrate the qual-
ity of flight in a Curtiss. The Wrights'
first powered flights took place dur-
ing December 1903. Although their
success was monumental, practical
flying machines were not in evi-
dence until 1908 or 1909-as seen
in Los Angeles and later in Reims,
France. So the Curtiss, which was
operational in 1916, had only eight
years of gestation in which to ma-
ture from those primitive flying
machines of 1908. When looked at
OCTOBER 2001
in that context, the advances were
pretty amazing.
The heart of any aircraft is its
powerplant-and reliability is the
key. Of course, reliability is a rela-
tive term. What was considered
satisfactory in 1916 would cer-
tainly not be considered so now.
The Curtiss-manufactured OX-S
engine, as used in the jN-4 aircraft,
needed careful maintenance. It was
especially vulnerable to poor qual-
ity fuel and oil. The water pump
for its liquid-cooled cylinders was
prone to leaking-and, being situ-
ated just above the carburetor,
could easily contaminate the fuel.
Having a single magneto was also a
weakness-and many an OX-S en-
gine was stilled by a broken spring
in the advance/retard section of
the magneto. It is probably safe to
say, however, that modern fuel and
oils have done much to improve
the reliability factor of all older
pieces of machinery, be they auto-
motive or aircraft.
Rigging is an important factor in
the way a jenny (Canuck) flies, as
there is no way to adjust trim while
in flight. Because of the narrow
speed range, this does not seem to
present a particular problem. Con-
trol pressures are light and
somewhat vague, much of that be-
ing attributable to the slow speeds at
which these aircraft operate. But let's
start at the beginning of the flight.
Glenn Peck, the resident guru of
the Historic Aircraft Restoration
Museum, is responsible for the gen-
eral care and feeding of all its
aircraft. Preflight of the Canuck
takes time. While still in the
hangar, all fluid levels-water, oil,
and fuel-are checked. (The oil
level is critical, so don't believe the
little pointer on the crankcase.)
Oddly enough, there is no water
temperature gauge on the instru-
ment panel-and a visual check of
the radiator contents should be
mandatory! If you haven't flown
within a couple of days, you must
be careful to check for sediment in
the carburetor. There are four quick
drains that should be allowed to
flow for a few seconds-not just to
check for water but to be certain
that the carb is getting fuel from
the tank, too. While you're back
there, examine the water pump for
leaks around the packing-making
sure that there is no antifreeze on
the top of the carburetor housing.
You lay your hands on each fly-
ing wire-not so much to check for
tension-but to assure yourself that
they're not just a figment of your
imagination, or a cobweb. But watch
that drag wire from each side of the
nose; it's a certain neck catcher!
8
Glenn has made a caisson, the OX fires.
using two old Jenny wheels, so Music. Not the noise of an en-
that the Canuck can be moved gine firing. Music-conducted
in and out of the hangar. Even , by the valve gear gently but pur-
with this device, the tail skid's ( posefully tapping to its own
tendency to flop from side to rhythm. All the pushrods, in
side makes moving the airplane their turn, rising and falling with
an interesting task. Its 44-foot a simplicity that belies the tech-
upper wingspan gets perilously
close to the Curtiss Robin on
With its 90-hp Curtiss OX-5 engine swinging a
nology necessary to have come
even this far. The sight, the
one side and the Sopwith Pup
huge oak prop some 8-1/ 2 feet in diameter, the
sound, the ambience is incredi-
on the other. But once out the
door, the long walk to the grass
Canuck is just about to break ground after a short
ground run on the grass runway at Dauster field.
ble. A slight increase in throttle
opening, and the valve gear's
strip can begin in earnest. There
always seems to be plenty of helpers
willing to push.
Reaching the run-up area, the tail
is gently disengaged from its car-
riage and lowered to the grass.
Because the engine on this Canuck
has not been "Millerized" and still
contains the stock valve gear, it must
be oiled in the 24 places provided
on the rockers, with three drops
each. For that task, a special tip has
been fitted to a squirt can to ensure
that the oil goes where it is needed,
and not all over the valve train.
(Enough of the normal lubrication
oil will wind up there and thence
onto the windscreen and ultimately
on the pilot's goggles.)
Now it's time to climb into the rear
cockpit. Immediate feelings of excite-
ment overwhelm any tendency
toward trepidation. The lack of brake
pedals, the wooden rudder bar, and,
in fact, the almost total lack of metal
anything adds to the wonder. The
seat is comfortable, and the visibility
is excellent over the sides of the fuse-
lage. The throttle is on the right side
of the cockpit, meaning the stick is
held in the left hand. It's a strange
setup for a Stearman pilot, but oh
well! Seat belt buckled. Nonsensitive
altimeter looks about right. Horizon-
tal compass between the legs looks
neat, but it's no DG (directional gyro).
That little gauge in the upper right
corner of the instrument panel is the
tachometer-it looks more like a Ford
Model A speedometer. And it works
just as inaccuratel y. The carburetor
has been "tickled," filling the float
bowl. The fuel selector on the right
side has been pushed down for ON.
The engine is pulled through. Now
it's up to you. You flip the mag switch
on the outside of the fuselage up for
ON. You call "hot," and with one pull
by Glenn on the stiffly turning prop,
tempo moves from a slow dance
to a foxtrot-a still leisurely pace.
No use checking the mag: the en-
gine's running. There's no carburetor
heat either! Controls free. Water
temperature is okay if the engine
will pick up without stumbling.
Chocks are still in, so the throttle is
opened all the way. The airframe
strains, eager to get into the air.
Wires vibrate, first one, then an-
other. Glenn is holding an electronic
handheld tachometer in front. This
thing doesn't move if we're not get-
ting at least 1375 revs. I get a thumbs
up from Glenn.
The chocks are pulled. The throt-
tle is opened gradually, and despite
the lush grass, with only partial
power the Curtiss eases itself for-
ward gently. More throttle equates
immediately to more speed down
the runway. The amount of torque
this old lady develops is astounding.
In no time at all the power is full on,
VINTAGE AIRPLANE 9
A pass down the runway shows the multitude of
struts and wires that give the Canuck and Jenny
so much drag. Keeping the nose down while glid-
As this is your first fligh t, and
the airplane is doing exactly
the controls are responsive, and
you have no idea what indicated
what it's supposed to do. A little stall speed might be, you have a
forward stick to get the tail skid tendency to stay a little higher
out of the grass, and in no time, on final than necessary. But the
we have reached flying speed. Curtiss is, if nothing else,
What an incredible sensation. draggy. As you throttle back to
Look ahead, and your eyes are idle it is important to keep the
riveted to the valve gear-click- nose down to retain energy. You
ing and jumping in unison like a ing is imperative.
bunch of berserk grasshoppers.
Look to the side, and see the
wires-not exactly vibrating, but
trembling with an almost tangi-
ble eagerness. Testing the control
pressures you find them to be
light but sluggish, but more than
suited to the way you want to
fly this machine. It's not in any
hurry, so you needn't be either.
By the time you've reached a
few hundred feet and are ready
for your turn to crosswind,
you've begun to relax and enjoy
engine-powered Sopwith Pup.
Suddenly it's 1916 and your
A calm, clear morning is just the right time of
day to fly the Canuck and its hangar mate at the
Historic Aircraft Restoration Museum, the rotary
the ride.
Sam Brown belt is cutting into
your shoulder; the spurs worn by di-
rective seem somehow in the way of
the cables running back from the
rudder bar. You've been briefed by
your instructor, and now, after five
hours and 45 minutes of dual in-
struction, you're on your own.
Dream on, dummy. In reality,
you've got 5,000 hours in God
knows how many different types, so
what's the big deal flying something
as rudimentary as a World War I
training plane? Well, I'll tell you!
It's utter magic! It's slow; freezing
speed is 65 or so. Anything past 80
feels like Mach buffet. But this is an
airplane-a flying machine. You
can feel every little current of air
through her ailerons and elevator.
Even the smallest input causes a re-
action-an alteration of her path
through your sky. Not a big one,
perhaps, but you can sense it. This
time capsule has transported you
back 85 years in an instant.
I've driven veteran and vintage
automobiles. Invariably, when you
venture out onto even a small, two-
lane road, you become an instant
10 OCTOBER 2001
roadblock. You pray that the guy in
front doesn't jam on his brakes, be-
cause even at your lethargic pace,
sudden stops are impossible. People
strain to pass you, if only to see
what strange conveyance you pos-
sess. Unlike the Jenny, you are
competing in their environment,
the modern road. It's their turf.
But in the sky, there is no set path,
no identifiable landmark. Every
cloud has its own special shape and
look. Each landmark's visage
changes from that nonrepeatable
angle and light condition from
which it is initially seen. The sky is
never the same, yet always the sky.
You've been flying around the air-
port for about a half hour, watching
the various wires twitch and hum in
the breeze, and now you have an
urge to land. Not because you're
bored or afraid. You're just curious.
The landing is always the ultimate
experience of an aircraft's behavior,
and your ability to handle it. So,
while on the downwind side of the
airport, you start to throttle back, let-
ting the Canuck lose some altitude.
can tell this machine is no
floater. A glance at the airspeed
indicator shows SO. Then you're
over the threshold, the wings in
ground effect. You can feel the
mains brush the grass, then the
tail skid: you're down and
stopped in a few yards. She rolls
out straight as an arrow. You
look up to see the rockers doing
that same little dance you saw
just a few short minutes ago.
And you smile.
A burst of power with hard
right rudder gets you out of the
runway middle, and then you
tentatively try a U-turn on the
expanse of the 175-foot-wide
runway. It's amazing how easily that
floppy tail skid can steer you around,
if you're not in a hurry. Taxiing is
surprisingly easy on grass and im-
possible on hard surfaces. Any back
pressure pushes the tail skid into the
turf hard enough to make you think
you have an anchor back there. I
motion to Phil: It's his turn.
REFLECTIONS AND
FURTHER EXPERIENCES
The more you fly this classic, the
more fun it becomes. Perhaps be-
cause you gain more confidence in
the engine. On the second flight the
gearbox on the Scintilla mag slipped
out of engagement and the fire went
out. The OX had been purring along
when it suddenly became quiet. Be-
ing over the lake, and close enough
to the airport to affect a normal
landing, a few seconds were spent
checking to see if the fuel was on.
The mag was switched on and off a
couple of times, and the throttl e
jazzed, all to no avail. Dropping into
the pattern, I began to remember all
continued on page 27
Y6 (S)()yssey By H.G. FRAUTSCHY
Above: Andrew King' s reincarna-
tion of the serial number 7 Ryan
M-1 was breathtaking, complete
with wrapped cable ends and
flare tubes. His five-year effort
was rewarded with a Champion-
Golden Age (1918-1927) trophy .
..
Looks like the student gets off
lightly today in Mike Williams ' de
Havilland DH -82A Tiger Moth.
Mike doesn ' t have to contend
with the hood being pulled over
the aft cockpit, but he made sure
it was included as part of his
restoration . It was the winner of
an Outstanding Open Cockpit bi-
plane trophy.
VI NTAGE AIRPLANE 1 1
SidneyCotton'scivilian spy plane A
was used to get detailed photo-
graphsofNazi installationsin Europe
justbefore the startofWorld War II.
Now owned by Steve and Suzanne
Oliver, the lightairlinerhas afasci-
nating history. See more ofthe
airplane on theirwebsite atwww.pep-
siteam.com.
12 OCTOBER 2001
A The Contemporarycategoryhas all
sortsofinteresting airplanesto take
on cross-countries. The Mooney
M20C, likethis one owned and flown
by Monroe McDonald, is one ofthe
smallercomplex airplanes that are
beginningto attractthe attention of
vintage airplane restorers.
...( Asextetofthesesmilingfaces keeps
V the exhaust pipes plugged when
Jarad Smith ofHuntington Beach,
California, parks his 1946Globe
Swifton the flight line. Jarad's air-
plane took home the Best Swift
plaque.
JIM KOEPNICK
One of the most fascinating
displays at the Countdown to
Kitty Hawk Pavilion was the
collect i on of original Wright-
produced parts. Included in
that display was this Wright
Vertical Four engine, serial
number 20. Originally installed
on a Wright Model B airplane,
the engine had been in stor-
age for 85 years until Greg
were busy flight planning their trip home. They expected to fly around the top of
AInternational visitors abound in the VAA area,
and Marie Helene Dian and Enc Dussault flew
Eric ' s Piper Tri-Pacer from the Canadian
province of Quebec. When we caught up with
them on the last day of EAA AirVenture, they
had the last airplane in our parking area and
Cone restored and ran it last
Lake Michigan, island hopping after leaping off the tip of the Door County, Wis-
year. Greg is seen here adjust-
consin, peninsula.
ing the timing of the single
magneto as the engine was
run during EAA AirVenture
2001. Learn more about it at
www.wrightexperience.com. y
APaul Gould of Sardinia, Ohio , and his Aeronca 11AC Chief, which was
picked as the winner of the Reserve Grand Champion Classic Silver
Lindy. Paul's Chief, seen here with the award-winning Chief restored by
Ray Johnson, is complete right down to the Bedford whipcord uphol-
_ ....,..;...... : t ' ~ stery in the cabin.
VINTAGE AIRPLANE 13
APeter McMillan headed up this projectafew years ago,butthis was the firsttimethe Vickers Vimy was shown at
EAA AirVenture Oshkosh. Since firstbeingconstructed, it ' s been flown on aseries ofextraordinarycross-country
flights to Cape Town, South Africa,and toAustralia.Plans are now beingmadeto re-create the epic transatlanti c
flight accomplished by Alcock and Brown in 1919.

John Nielsen' s Cessna 170won
the Best170/180Classictrophy.
John's from Bloomer, Wisconsin,
and had helpful inputfrom friends
who are classic auto restorers.
...c
On openingday, which happenedto
be Amelia Earhart's birthday, the
VAA Red Barn was the location for
a press conference announcingthe
re-creation ofAmelia ' s 1928fall
tour around the United States.
Sponsored by HistoricAviation, Dr.
Carlene Mendieta startedthe flight
from White Plains, New York, and
had made itto EI Paso, Texas, be-
fore the flight was stalled by the
tragic events ofSeptember 11.Af-
terVFR flight restrictions were
relaxed,Carlene continued toward
the West Coast. As you read this,
she should be closeto nearingthe end ofherflight in thisAvro Avian, asistership ofthe Avian
flown byAmelia.Followthe re-creation oftheflight at www.ameliaflight.com.
14 OCTOBER 2001
Joe Fleeman (right) had plenty to A
do on one of his latest projects,
a Piper PA-5 Cub Coupe he re-
stored for Carl Brasser (left).
Kneeling in front is Kirby Totte,
who was responsible for the en-
gine overhaul. The trio was all
smiles later, as the PA-5 was
awarded the Grand Champion
Antique Gold Lindy.
ne e m
the VAA area housed the metal-
shaping workshop, where
members could try their hand at
moving metal in various ways and
watch the experts make and re-
pair airframe components such
as this spinner.
ADarrell Collins of the National Park
Service is the historian at the
Wright Brothers National Historic
Memorial in Kill Devil Hills, North
Carolina. After the Countdown to
Kitty Hawk clock was started ,
everyone was invited into the pavil-
ion to listen to a dramatic
presentation by Darrell , the same
one he presents on a regular basis
at the memorial's visitor center.
A Glenn Peck's magnificent restoration of a Tank engine-powered Curtiss Robin, featured in our May 2001 issue, is
parked in front of the VAA Red Barn headquarters. Flown from St. Louis, Glenn's restoration for the Historic Aviation
Museum was presented with the Antique Runner-Up Closed Cockpit Monoplane plaque.
VINTAGE AIRPLANE 15
Either he's really early or
very late for the skiplane
season in Wisconsin,
but Herb Meloche of An-
chorage, Alaska, is
prepared with his Piper
PA-16 , right down to the
pair of snowshoes tied
to the right lift struts.
A All the way from Bleienbach,
Switzerland, with their Bellanca
Cruisair 14-13-3, Willi Bernhard
and Elizabeth Ruch spent the
week camping and enjoying their
visit to the United States. A fresh
engine overhaul gave them addi-
tional confidence for their
transatlantic crossing.
Vintage airliners seem to evoke a
palpable nostalgic response from
many who flew them when all airlin-
ers had propellers. Clay Lacy
decided to reproduce the color
scheme of United's Mainliner O'Con-
nor for his DC-3 restoration, and it
attracted both pilots and passen-
gers alike while it was parked in the
grass opposite the VAA Red Barn. y
VINTAGE AIRPLANE 17
The tops in the Classic cat-
egory during EAA AirVenture
2001 was this spectacular
Grumman Mallard, restored
by the accomplished me-
chanics and craftsmen at
Victoria Air Maintenance in
British Columbia, Canada.
The Mallard was found by
owner Steve Hamilton in a
corner of the famed "Corro-
sion Corner" salvage yard in
Miami. Actively involved i n
the planning and execution
of the restoration , Hamilton
was thrilled when he was
called up on stage for the
presentation of the Grand
Champion Classic Gold
Lindy, and he made sure
the crew on hand was
brought up on stage as well.
Denny and Barbara Beecher of Martinsburg, Pennsylvania, have been
flying their Piper PA-22-108 all over the United States. After its restora-
tion by Dave Liebegott of Classic Magic Aviation , they found an even
deeper appreciation for the handy two-place Piper. The judges certainly
noticed, too, for
they gave the Colt
the Reserve Grand
Champion Classic
Silver Lindy.
H.G. FRAUTSCHY PHOTOS
18 OCTOBER 2001
A The Grand Champion Contemporaryis this sparklingexample
ofaBeechcraft B35-833 Debonair,broughttothe convention
by owner/pilotJames Lynch ofLawton,Oklahoma.
A Custom Stearmans abound these days! Here's
David Bates' Boeing Stearman E75Nl. Dave's
from Faribault, Minnesota, and he carted home
the bronze Lindyforthe Champion-Customized An-
tique aircraft.
The Fairchild FC-2W2 isone of
those airplanesthatyou have
to seeto appreciate its size.
HO AircraftforYellowstone Avia-
tion's HistoricAviation Museum
recentlycompleted this particu-
larrestoration. Itwas flown by
the National Park Service early
in its career. Just as the
restoration was completed, it
was learned this airplane was
the firstone owned by the Na-
tional AdvisoryCommitteefor
Aeronautics (NACA), the prede-
cessortotoday's NASA. NACA
had borrowed and leased vari-
ous aircraftbefore buyingthe
Fairchild, butthis was thefirst
one with NACA listed as the
owner. The restoration was pre-
sented with the Antique Silver
Age (1928-1932)trophy.
Paul Workman zips
along in the littlestof
the Mooneyclan, the
Mite he and his dad
Ben, restored. Ben's lit-
tle speedster is ajoyto
fly, accordingto Paul.
He even lets his dad fly
itevery now and then! It
was chosen as the Best
Class 1 (0-80 hpj Clas-
sic award winner.
VINTAGE AIRPLANE 19
Building an airplane
for utility purposes
can result in an un-
usual fuselage , and
Jan Christie' s Perci-
val EP.9 certainly
fits that description.
The clamshell doors
open up on a cavern
for a main cabin,
with the pilot lo-
cated forward of the
PASS ITTO B CK
BY E.E. "BUCK" HILBERT, EAA #2 1VAA #5
P.O.Box 424, UNION, IL 60180
My all-but-forgotten past
E
verfind yourselftrans-
ported back in time?
Doing something you
oncedid beforegoingon
to biggerand sometimes not-so-
much-bettertimes?
Well, it happened to yours
truly. Acouple monthsago Clay
Lacy, who incidentallyis a great
asset to EAA as well as all ofavia-
tion, broached the idea of
bringinghis DC-3 to EAA AirVen-
tureOshkosh 2001. He wanted to
show his "new" 1948United Air-
lines paint job in
honorofourUnited
Airlinesalma mater.
Igraduated (read
retired) in 1984af-
ter a career that
beganwith theDC-
3 and ended with
theDC-8. Claywas
a couple years
youngerthanI and
had moreseniority.
He flew the"three"
up and down the
California central
valley routesand to
Catalina Island,
maintaining his
qualification until
the DC-3s were phasedoutin the
late 1950s. He finished up onthe
747-400, thequeenofthefleet.
His admirationfor the Douglas
"Racer" knows no bounds.This
particular airplane was never
ownedby United, butitsure looks
itwiththatpaint job. Thiswas the
last C-47/DC-3Cbuilt. Itwas deliv-
eredtothemilitaryin October'45
and becamesurplus inNovember.
It becamethestateofGeorgia'sair-
plane, andJimmyCarterused it
whenhewas governor.
After Clayacquired N814CL he
embarked ona restoration project
thatborders on thesublime-a
10-passengerexecutive interior
completewitha galley andall the
trimmings, plustwo new Pratt&
Whitney 1830-94engines-hehad
a real winneron his hands. The
onlythingitlacked was thatfinal
touch, theUnited paintjob. After
a lotofresearch, the 1948paint
schemewas finalized anddone.
For oneofthe first trips in the
airplane he revisited Catalina Is-
land. He flew several more trips
with "oldtimers"-retiredUnited
captainswhohad flown "threes"
andhad passed the batonto Clay
whenretirementovertookthem.
Nowbacktomy nostalgictrip.
When the tripdid materialize, I
called and asked if I could ride
along. Clayreturned mycall, and
we made thearrangements. He
would bringtheMainliner O'Con-
nor to EAA AirVenture toassist
the United Airlines Historical
Foundationin its efforts to "Pre-
serve the Past and
InspiretheFuture."
This foundation
is independent of
thecorporation.It is
tryingvery hardto.
preservetheheritage
and historyofthe
airline. Clayappre-
ciates this heritage,
andthushedecided
tocometo EAA Air-
Venture.
The nameMain-
liner O' Connor is
nostalgicin itself.
MaryO'Connorwas
an "earlyon"stew-
ardess for United,
probablyoneofthebestPR people
ever. She is knownfor hertremen-
douspowerofrecall for namesand
peoplesheserved. Whenshewas-
n't flying the line or doing
charters, sheworked as a recep-
tionistto United's preSident, Pat
VINTAGE AIRPLANE 21
Me and an old friend afterourarrival at EAA AirVenture Oshkosh 2001.
LEEANN ABRAMS
Clay Lacy Aviation's version of the 1948
Mainliner O'Connor.
Patterson. Patterson so admired this wonder-
ful person that he named his personal DC-3
after her, and when it was phased out, the
Convair 440 that replaced it was also com-
missioned as the Mainliner O'Connor.
But back to our trip. I left Oshkosh on Sat-
urday night and stayed with Jim Dier, a friend
of the foundation, and the next morning we
caught a United trip out to Los Angeles. We
rode a bus to Van Nuys, where Clay Lacy Avi-
ation is based, and Monday morning we
departed special VFR for Wichita, Kansas.
Once on top of the morning fog layer, we
went VFR direct to Lake Havasu at Laughlin,
Nevada, and then to Bullhead City, Arizona.
From there we flew at minimum en route alti-
tude over Grand Canyon National Park
Airport and on to Monument Valley, Arizona.
Then we passed Four Corners, Ship Rock at
Farmington, New Mexico, Pikes Peak, and
Pueblo, the old B-2S base at La Junta, Col-
orado. We flew into Kansas, landing at
Garden City. The first shock was the tempera-
ture: 106 degrees; the second shock was the
fuel cost: $3 .79 a gallon! We cried and ca-
joled, and they gave us a 20-cent per gallon
discount on 300 gallons.
It only takes a minute or two to read about
our progress this far, but we were five hours
and 39 minutes getting to Kansas. We then
decided to bypass Wichita and continue on to
22 OCTOBER 2001
~
IE
o
o
"
a: '"
"" ::E
The executive interior of Clay' s airliner isn't exactly what it would have been
during its days on the line, but you can't beat it for comfort!
Up front, the cockpit fit just like a comfortable pair of loafers. No super-duper
glass panels up here, just steam gauges and round flight instruments. Some
modern avionics are tucked in for navigating in the real world , but, hey, that's
fine with me!
The spectacular Monument Valley in northern Arizona as we cruised along be-
tween the rumbling Pratt & Whitney 1830s.
I GOT SEVEN-AND
-A-HALF HOURS OF
"STICK" TIME OUT OF
THE 1 0 HOURS AND
USED A LOT OF BODY
ENGLISH ON THE
THREE LANDINGS.
Des Moines, Iowa.
It was old homeweekthere! At
theFBO, halftheairportpeople
cameovertosee the"United" DC-3
andask questionsaboutUAL re-
sumingservice. We RON-ed atDSM
andthenextmorningdepartedat
about9:00a.m.for Oshkosh, arriv-
ingas scheduledat 10:45 a.m. on
Tuesday-openingday.
Theparkingcrew putus in the
grass right in front oftheVintage
Red Barn withtheotherearlyAir-
mail airplanes, and Ihad to leave
themandgettowork. Igotseven-
and-a-halfhoursof"stick" time
outofthe10 hoursandused alot
ofbodyEnglishonthethreeland-
ings. We never talked toanyone
en route, flew minimum enroute
altitudeall theway, andsawonly
oneairplaneuntil we approached
EAA AirVenture.
Thatis thestoryofmynostalgic
trip.Justlikeoldtimes, itwas slow,
bytoday's standards, butscenic,
bumpy, hotattimes, and justde-
lightful. I'ddoitagain inaminute.
Overtoyou, .......
K
(( ~ t I ~
VINTAGE AIRPLANE 23
r
Michael Dale
Culpeper VA
Trained as
a pilotin RAF,
1953-1955
2000+hours in
multi-engine
andglideraircraft
EAA Foundation
Director
AUAis
approved.
Tobecomea
member of the
Vintage Aircraft
Association call
800-843-3612
Mary andMichael Dole with their N435 WVProvostExp.
"I use AUAbecausetheyarecompetitive,
efficientandabsolutelythe nicestpeople!
They understandthe unusual requirements
ofreal aviationenthusiasts.The insurance
industrydidn'teven knowwhata
PravostTMk 1was, butAUAsoon
educatedthem."
- Michael Dale
The best is affordable.
GiveAUAa call - it's FREE!
800-727-3823
Fly with the pros...flywith AUA Inc.
AUA1s Exclusive EAA
Vintage Aircraft Assoc.
Insurance Program
Lowerliabilityand hull premiums
Medical payments included
Fleetdiscountsformultiple aircraft
carryingall risk coverages
Nohand-propping exclusion
Noagepenalty
Nocomponentpartsendorsements
Discounts forclaim-free renewals
carryingall risk coverages
Remember,
We're Better Together'
AVIATION UNLIMITED AGENCY
NEWMEMBERS
Ulrich Feldmann ..............Attendorn, Germany
David W. MacReady .......Oxfordshire, GreatBritain
OleMaindal. .....................Erslev, Denmark
Ruy PavanCardim.................Sao Paulo, Brazil
jamesP. Morrissey.......... ..... ...Dublin, Ireland
Dean Cumming.............Viking, Alberta, Canada
HermanVandenBosch ......McLeannan, Alberta, Canada
Rudy DiFrangia..........................FPO, AE
Rick Girouard....... ...............Anchorage, AK
Bill Nelson ........................ ...juneau,AK
MarkD. Schledorn ................... .Lincoln,AL
jamesE. Reynolds ...................Scottsdale, AZ
Rod L. Wagoner.......................Tucson, AZ
johnB. Adams.......................La Mesa, CA
DonaldA. Cooley ....................Fairfield, CA
Robert Dowlett .....................Woodside, CA
Clifford Hunter. .................. ..Ridgecrest, CA
Dr. Stanford L. johnson............PollockPines, CA
jamesB. Matthews...................Anaheim, CA
TimothyMcCluskey ... ...............Berkeley, CA
Charles F. McGraw ...................Fremont, CA
JosephM. Perez....................SantaRosa, CA
GregoryT. Schuh ..................Northridge, CA
Keith Zenobia.....................Las Angeles, CA
BurtonE. jacobs .......................Oxford, CT
Richard C. Berstling.................Lake Placid, FL
Leslie C. Conwell...............NewPort Richey, FL
josephM.Stanko..............Santa Rosa Beach, FL
PieterG.Stryker ....................Fort Pierce, FL
HenryJ. Tedesco . ... . ..... .. ... . ... . .Mt. Dora, FL
DanDavis..........................Norcross, GA
Dale C. Peterson...................Fayetteville, GA
Chris ReinholdSteckmann..............Vidalia, GA
Erik Edgren........................ .Oskaloosa, IA
William B. Weiser ....................Meridian, ID
Edwin F.Bobeng. ..... .... ....... . . ... ...Elgin, IL
Samuel D.Breeden........... .. ......St. Charles, IL
Lyndal E. Cloud......................Shipman, IL
jacobGlass.........................Metropolis, IL
].McConachie .......................Elmhurst, IL
BettyMickel.......................SciotoMills, IL
BrianS. Wilke ................Arlington Heights, IL
j erald W. Rea ........................Syracuse, IN
Darrel D.Zeck.....................Terre Haute, IN
GlenM. Abrahamson ...................Pfeifer, KS
WayneFritzemeyer... ....... .....Overland Park, KS
johnMain.. . ....... ... .......... . .Lexington, KY
Raymond Moreau .................... ..Slidell, LA
ThomasS. Cuddy ... ................Sherborn, MA
Dave Pepple ........................Standish,MA
Philipj .Wallace . .............. NewtonCenter, MA
JackGillham ......................Annapolis, MD
JameTinder ............... ........Stoneham,ME
PeterBoon.... ..................GrandHaven, MI
DonaldCannistraro ................. Northville, MI
Dave R.Ebert ...................RayTownship, MI
johnW. Ferguson.......... ... ......Marquette, MI
CharlesM.Garda...................Ludington, MI
Nicholas Pane .......................Lake City, MI
josephN. Skone..................... ..Howell, MI
johnE. VonLinsowe ........... .....Metamora, MI
WendaII E. Wing......................Marion, MI
Carolyn FrancesCarlson...............Palisade, MN
jeffSnell ........................InverGrove, MN
Karen RuthSwanton ................SaintPaul, MN
GeorgeF. Blaich ........ ..........PoplarBluff, MO
Charlie R. Dischner............. .. . .Gladstone, MO
ScottW.Rankin ... . ....... .... . ..Kansas City, MO
DavidMars ..........................Jackson, MS
AlvinBrowning... ................ ..Asheboro, NC
Al Ramsay....... ................... .Norlina, NC
Louis R. Berube ..................WestOssipee, NH
Bob Larson ............ ..... ........Hancock,NH
GeorgeC. Vossler..... ............... .Auburn, NH
Edward Dec...........................Roselle, Nj
Alan B.Hendershot ..................Columbia, Nj
PeterHogan.....................Basking Ridge,Nj
MatthewV. Thompson ... .............Madison,NJ
CatherineZane .....................Wildwood,Nj
Marilyn Olwin..................j emezSprings,NM
Bob Ray Woods....... . .... . ........Las Vegas, NV
johnMcConaughy. . . .... ......Van Hornesville, NY
PaulShade.. ......... .... ... ........Fairborn, OH
RobertWilson ............ ...........Norman, OK
David B. Gurkin ....................Harrisburg, PA
StuartI. Hitner ......... ............Greenville,SC
CarlosVanegas. .....................Columbia,SC
jamesE. Davis ........................Athens,TN
Larry Dee Abernathy...................Vernon,TX
jayAnding............................Bryan, TX
Mike Burnett............... ...........Dallas, TX
WilliamThomasEllisor ...... ...........Austin,TX
Bryan Gangwere .................. HaltomCity,TX
ArthurC. Heunemann..... ............Garland,TX
Wilbur L. johnson..... ..... ..... .... .Burleson, TX
TomKasallis .. ..... ...............Midlothian,TX
Richardj .Smith.. ... ..... ... ......Round Rock,TX
RobertN. Strong ............ .Tennessee Colony, TX
JamesR. Zivney........................Dallas,TX
MichaelMladejovsky . ... . .... . . . .Salt Lake City, UT
Wayne Bressler,Jr. ...................Herndon,VA
J. R.Defreytas .....................Alexandria, V A
D. Scott Pantone ... .............VirginiaBeach, VA
W. E. Sivertson .....................Yorktown, VA
ToddN. Young.................Mechanicsville,VA
JohnChrinka..... ................. .Arlington, VT
Michael Dillon......................Richland, WA
G. AndrisVaskis..................Federal Way, WA
Fred Willcutt ... .... ........ .......Arlington, WA
AlexanderBarclay ......................Ripon, WI
JamesW. Kent.........................Wales, WI
JohnNielsen . .. .....................Bloomer, WI
johnT. Parks..........................Ripon, WI
jamesB. Shannon ...................La Crosse, WI
VINTAGE AIRPLANE 25
FLY-IN CALENDAR
GIVEN THE RESTRICTIONS
THAT REMAIN IN PLACE
WITHIN ENHANCED CLASS
B AIRSPACE, WE STRONGLY
ENCOURAGE YOU TO CHECK
WITH FLY-IN ORGANIZERS
ABOUT THE STATUS OF THE
EVENT.
The foJ/owing list of corning events is fur-
nished 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.
Pleasesend the infonnation to EAA, Att: Vintage
Airplane, P.O. Box 3086, Oshkosh, WI 54903-
3086. Informati on should be received four
months prior to the event date.
OCTOBER13- Hampton, NH- VAA
Ch. 15 Pumpkin Patch Fly-In and
Pancake Breakfast, HamptonAir-
field. Rain dateOct. 14. Info:
603/964-6749.
OCTOBER 13-14- Winchester,
VA - EAA Ch. 186 Fall Fly-In,
WinchesterRegional Airport
(OKV), 8 a.m.-5 p.m. Pancake
breakfast 8-11 a.m. Static dis-
play ofaircraft; airplane and
helicopterrides, demos, aircraft
judging, children's play area,
and more. Concessions, sou-
venirs, good food. Info: Ms.
Tangy Mooney 703/780-6329
orEAA186@netscape.net.
OCTOBER13-14- Alliance, OH - Mili-
tary Vehicle Show and Fly-In at
Alliance-BarberAirport (201) puton
byMarlboro Volunteers, Inc. Military
displays, reenactments& fly-bys.
Info:{barber@allianceiink .com. or
330/823-1168
DECEMBER1 - FortPierce, FL -
EAA Ch. 908 Pancake Breakfast, 7-
11 a.m. atthe EAA Hangar, St.
Lucie InternationalAirport. Info:
561/464-0538or561/489-0420.
JANUARY19, 2002- FortPierce, FL
- EAA Ch.908 PancakeBreakfast,
7-11 a.m. at the EAA Hangar,St.
Lucie InternationalAirport. Info:
561/464-0538or561/489-0420.

Roscoe Turner - Famous Race Pilot
"Icouldn't
havewon
theseswell
trophies
without
Poly-Fiber!"
W
ell,OK... maybe he didn'tactuallysaythat...
butwe bethewould have ifPoly-Fiberhad
beenaround in the'30s.Hisplanewould have been
lighterandstronger, too, and the chanceoffire
wouldhavebeengreatlyreducedbecausePoly-Fiber
won'tsupportcombustion.Notonly that,but
Gi lmore'splayful claw holeswould have been easy
torepair.Sorry, Roscoe.
*Reallyeasytouse *Thebestmanualaround
*40yearsofsuccess *NationwideEMworkshops
*Newstep-by-stepvideo *Toll-freetechnicalsupport
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FAX:909-684-0S18
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qualityClassicinterior
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Customqualityateconomicalprices.
Cushionupholsterysets
Wallpanelsets
Headliners
Carpetsets
Baggagecompartmentsets
Firewallcovers
Seatslings
Freecatalogofcompleteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
air,exI;RODUCTS,INC.
259LowerMorrisvilleRd., Dept.VA
Fallsington, PA19054 (215)295-4115
website: www.airtexinteriors.com
Fax:800/394-1247
26 OCTOBER 2001

CANUCK - continued from page 10
those horror stories about how
much drag the prop created when it
stopped and how fast it stopped in
the event of an engine failure. Well,
the prop didn't stop until I was over
the threshold, and when it did stop,
it was no big deal. The magneto re-
duction gearbox was attended to by
Glenn Peck the next morning and
has worked perfectly ever since.
We've learned a couple of things
about the OX. Turn the fuel off to
stop the motor. That way the plugs
stay dry, and if you want to fly a
short time after turning it off, it's
much easier to start. After turning it
off, stuff a rag in each exhaust pipe
to prevent the valves from cooling
too rapidly. Always oil the valve
gear before each flight. Keep an eye
on the water pump. The best part
about using antifreeze is that you
can see it more easily than water if
it leaks out.
For those of you who have flown
other OX-powered aircraft, such as
Waco lOs, Travel Air 2000s, and KR-
31 s, there is a marked similarity
between theirs and the Curtiss' han-
dling. They get off the ground
nicely, but climb lethargically. Turns
are best accomplished by "rudder-
ing," as coordinated turns tend to
cause the nose to fall. All flight ma-
neuvers should be done gently;
steeply banked turns will definitely
lead to stalls if the nose is held up
too long. We have all seen films of
]ennys and other pre-I927 OX-S
powered aircraft doing aerobatic
flight, but how many of those pilots
got hurt doing it? And, how many
aircraft were destroyed? Not with
our Canuck, or KR-31, or Waco 10,
or Travel Air.
Now what we need is a Hisso-
powered Travel Air, or maybe a
Hisso Standard!
Introduction To
Aircraft Building
What's Involved In
Building An Airplane
TIG Welding
Gas Welding
Sheet Metal
Sheet Metal Forming
Electrical Systems,
Wiring And Avionics
You're welcome to stop by and visit
the Historic Aircraft Restoration Mu-
seum at Dauster field (Creve Coeur
Airport) on the western edge of St.
Louis. Call them at 314/434-3368
for more information. .......
WORKSHOPS
- - ~ - -
1-800-WORKSHOP
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workshops@sportair.com
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Engine Installation
Fabric Covering
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Kit Specific Workshops:
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~
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VINTAGE AIRPLANE 27
VINTAGE
TRADER
~
Something to buy,
sell or trade?
Classified Word Ads: $5.50per 10words,
180wordsmaximum,withboldfacelead-in
onfirstline.
Classified DisplayAds: Onecolumn wide
(2.167 inches) by 1, 2, or3 incheshighat
$20per inch. Blackand whiteonly,and no
frequencydiscounts.
AdvertisingClosingDates: 10thofsec-
ond monthpriortodesired issue date (i.e.,
January 10is theclosingdatefortheMarch
issue). VAA reserves therighttoreject any
advertisinginconflictwith its policies.
Rates coveroneinsertionper issue.Classi-
fied ads are not accepted via phone.
Paymentmustaccompanyorder. Word ads
maybe sentviafax(920/426-4828)ore-mail
(classads@eaa.org) usingcreditcard payment
(allcards accepted). Includenameoncard,
completeaddress, type ofcard, card number,
and expirationdate. Makechecks payableto
EAA. Address advertisingcorrespondenceto
EAA PublicationsCl assified Ad Manager, P.O.
Box 3086, Oshkosh, WI54903-3086.
BABBITTBEARINGSERVICE- rod bearings,
main bearings,bushings, masterrods,
valves, piston rings Call usToll Free
1/800/233-6934,e-mailramremfg@ao/.com
Websitewww.ramengine.com VINTAGE
ENGINEMACHINEWORKS,N.604FREYA
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AirplaneT-Shirts
150DifferentAirplanesAvailable
WE PROBABLYHAVE YOURAIRPLANE!
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BIPLANEODYSSEY- FlyingtheStearman
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www.biplaneodvssev.com
THERE' SJUSTNOTHINGLIKEIT
ONTHEWEB!!
www.aviation-giftshop.com
AWebSiteWithThe PilotIn Mind
(andthosewholoveairplanes)
Forsale,reluctantly: Warner145& 165en-
gines. 1each, newOH andlowtime. No
tirekickers, please. Two CurtissReed
propstogowithaboveengines. 1934
AeroncaC-3Razorbackwith spareengine
parts. 1966HeltonLark95, Serial #8. Very
rare, PQ-8certifiedTargetDronederivative.
Tri-gearCulverCadet. SeeJuptner's Vol.
8-170. Total timeA&E845 hrs. Ijusthave
too manytoysand I' m notgettingany
younger. Find mynameintheOfficers&
Directorslisting ofVintageande-mailor
callevenings. E. E. "Buck"Hilbert
1940 Porterfield Collegiate LP-65, 201
SMOH, 2614 TIAF 9/10 in/out, always
hangared, 1980 Oshkosh Award Winner,
newannual. $25,900. 254-412-0646.
28 OCTOBER 2001
Aircraft Exhaust Systems
Jlilllping Branch, WV 25969
800-227-5951
30 different engines for fitting
Antiques, Warbirds, General Aviation
304-466-1724 Fax 304-466-0802
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Pure colton machine and hand sewing thread
Vintage Aero Fabrics,ltd. 18 Journey's End, Mendon, VI 05701
tel :802786-0705 fox: 802786-2129 website: www.avdoth.com
INTRODUCING
EAAFLIGHTPLANNER'"
EM, in ar agreement with AeroPlanner.com, is pleased to announce an exciting
new fv\embership b e n e ~ t ... EAA Flight Planner. TaKe advanlof:le of the nevvest fv\emw
benefit by heading over to www.eaa.org.Click on the EM Flight planner icon,
get registered and log onto Flight planner to plan your next Right.
FREE for EAA Members, EAAFlightPlanner:
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VINTAGE
AIRCRAFT
MembershipServicesDirectory-
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION
OFFICERS
President VicePresident
Espie 'Butch'Joyce George Daubner
P.O. Box 35584 2448Lough Lane
Greensboro, NC27425 Hartford, WI 53027
336/6683650 262/6735885
windsock@aol.com antique2@aoJ.com
Treasurer
Secretary
Charles W. Harris
Steve Nesse
7215 East 46thSl.
2009 HighlandAve.
Tulsa, OK 74147
Albert Lea, MN56007
918/6228400
507/373 1674
cwh@hvsu.com
DIRECTORS
David 8ennett Jeannie Hill
P.O. Box 1188 PO. Box 328
Roseville, CA 95678 Harvard,IL60033
916/6456926 815/9437205
antiquer@inreach.com dinghao@owc.net
Robert C. Brauer Steve Krog
9345 S.
1002 Heather Ln.
Hartford,WI 53027

262/966-7627
pholOpUot@aol.com sskrogaol.com
JohnBerendt RobertD. "Bob"Lumley
7645 EchoPOint Rd. 1265 South 124thSl.
Cannon Falls, MN 55009 Brookfield, WI53005
507/2632414 262/7822633
fchld@rconnect.com lumper@execpc.com
Gene Morris
JohnS. Copeland
5936Steve Court
Roanoke, TX76262
01532 817/4919110
1 A Deacon Street
n03capt@nash.net
cope:land l@juno,com
Dean Richardson
Phil Coulson 1429Kings Lynn Rd
Stoul(hton, WI53589

608/8778485
616/6246490 dar@apriiaire.com
rcoulsonS 16@cs.com
GeoffRobison
ROlet Gomoll 1521 E. MacGregor Dr.
New Haven, IN 46774
219/4934724
507/2882810 chief70Z5@aol.com
rgomoU@hotmail.com
S.H. "Wes" Schmid
Dale A. Gustafson 2359LefeberAvenue
7724 ShadyHillsDr. Wauwatosa, WI 53213
414/7711545

shschmid@gdinet.com
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone(920) 4264800 Fax (920) 4264873
WebSite: http://www.eaa. argandhttp://www. airventure.arg Mail: vintage@ eaa,arg
EAA and Division Membership Services
8008433612 . , . ... .. .... FAX 9204266761
(8:00 AM-7:00 PM Monday-Friday CST)
New/ renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
ational Association of Flight Instructors
(NAFI)
Address changes
Merchandise sales
Gift memberships
Programs and Activities
EAA Ai rVenture FaxOnDemand Directory
... ......... . .. ... ........ 7328856711
Auto Fuel STCs .. . . .......... 920426-4843
Build/ restore information ..... 920-4264821
Chapters: locating/organi zing.. 920-426-4876
Education . ..... .. ... .. ..... 9204266815
EAA Air Academy
EAA Scholarships
Flight Advisors information .... 920-4266522
Flight Instructor information ... 920-4266801
Fl ying Start Program ........ , . 920-4266847
Library Services/ Research .... , . 920-426-4848
Medical Questions ............ 920-4264821
Technical Counselors ..... , ... 9204264821
Young Eagles ............ , ... 920426-4831
Benefits
Ai rcraft Financing (Textron) .. ,8008511367
AUA ..... ....... . ......... 8007273823
AVEMCO .... , ............ . 8006388440
Term Life and Accidental .. .... 8002416103
Death Insurance (Harvey Watt & Company)
Editorial
Submitting article/ photo; advertising informa
tion
9204264825 ... , . ..... .. FAX 9204264828
EAA Aviation Foundation
Artifact Donations . .. ........ 9204264877
Financial Support ... . . . . . . .. 8002361025
MEMBERSHIP INFORMATION
Division i5 available for $50 per year (SPORT
Membership in the Experimental Aircraft Associ
EAA
AVIATIONmagaZine not included). (Add $10
ation, Inc. is $40 for one year, including 12 issues of
for Foreign Postage. )
SPORTAVIATION. Family membership is available
for an additional $10 annually. Junior Membership
WARBIRDS
(under 19 years of age) is avail able at $23 annually.
Current EAA members may join the EAA War
All major credit cards accepted for membership.
birds of America Division and receive WARBIRDS
(Add$16 forForeignPostage.)
magazine for an additional $35 per year.
EAA Membership, WARBIRDS magaZine
and one year membership in the Warbirds Divi
VINTAGE AIRCRAFTASSOCIATION
sion is available for $45 per year (SPORT
Current EAA members may join the Vintage
AVIATION magaZine not incl uded). (Add $7 for
Aircraft Associaton and receive VINTAGEAIR
Foreign Postage.)
PLANEmagazine for an additional $36 per year.
EAA Membership, VINTAGEAIRPLANE
EAA EXPERIMENTER
magaZine and one year membership in the EAA
Current EAA members may rece ive EAA
Vintage Aircraft Association is available for $46
EXPERIMENTERmagazine for an additional
per year (SPORTAVIATIONmagazine not in-
$20 per year.
cluded). (Add$7 for Foreigll Postage.)
EAA Membership and EAA EXPERIMENTER
magazine is available for $30 per year (SPORT
lAC AVIATIONmagazine not included). (Add$8 for
Current EAA members may join the Interna Foreign Postage.)
tional Aerobatic Club, Inc. Division and receive
SPORTAEROBATICSmagaZine for an addi FOREIGN MEMBERSHIPS
tional $40 Please submit your remittance with a check or
per year. draft drawn on a United States bank payable in
EAA Membership, SPORTAEROBATICS United States dollar s. Add required Foreign
magaZine and one year membership in the lAC Postage amount for each membership.
DIRECTORS
EMERITUS
Gene Chase E.E. "Buck"Hilbert
2159 CarltonRd. P.O. Box 424
Oshkosh, WI 54904
Union, IL60180
920/2315002
815/9234591
buck7ac@mc.net
ADVISORS
AlanShackleton
P.O. Box 656
SugarGrove, IL605540656
630/466-4193
103346.1772@compuserve.com
Steve Bender Dave Clark
815 Airport Road 635 Vestal Lane
Roanoke, TX 76262 Plainfield, IN46168
817/4914700 317/8394500
sst l ()()@1ema ii .msn.com davecpd@iquest.nel
MembershipduestoEAAanditsdivisionsarenottaxdeductibleascharitablecontributions.
Copyright 2001 bythe EMVintageAircraft Association
Allrightsreserved.
VINTAGE AIRPLANE(ISSN00916943)IPM 1482602ispubtishedandownedexclusivelybytheEMVintageAircraftAssociation01 theExperimentalAircraftAssociationandispublishedmonthlyatEMAviationCenter,3000Poberezny
Rd.,PO.Box3086,Oshkosh,Wisconsin549033086.PeriodicalsPostagepaidat Oshkosh,Wisconsin54901 and at additionalmailingoffices. POSTMASTER:SendaddresschangestoEMVintageAircraftAssociation,PO.Box3086,
Oshkosh,WI 549033086. FOREIGN ANDAPOADDRESSES - Pleaseallowat leastlwomonthsfordeliveryofVINTAGEAIRPLANE 10 foreign andAPO addressesvia surtacemail. ADVERTISING- VintageAircraft Association does
notguaranteeorendorseanyproductofferedthrough theadvertising.Weinviteconstructivecriticismand welcomeanyreport ofinferiormerchandiseobtainedthroughouradvertisingso thatcorrectivemeasurescan be taken.EDITO
RIALPOLICY:Readersareencooragedto submn storiesand photographs. Policyopinioosexpressedin articlesare,,;eIy those of theauthors. Responsibilityforaccuracyin reporting restsentirely wnhthecootributor. Norenumeration is
made. Material should be "",tto: Ednor,VINTAGEAIRPLANE,PO. Box 3086,Oshkosh, WI 549033086. Phooe 92014264800.
The words EAA, ULTRALIGHT, FLYWITH THE FIRSTTEAM,SPORT AVIATION,FOR THE LOVE OF FLYING and the logos of EAA, EAA INTERNATIONALCONVENTION, EAAVINTAGE AIRCRAFT ASSOCIATION, INTERNA
TIONAL AEROBATIC CLUB,WARBIRDS OF AMERICA are registered trademarf<s. THE EAA SKY SHOPPE and logos ofthe EAA AVIATION FOUNDATION,EAA ULTRALIGHT CONVENTION and EAA AirVenture are trade
marksoftheaboveassociationsand theirusebyany person otherthan theaboveassociation isstrictlyprohibited.
VINTAGE AIRPLANE 29
INTAGE
MER HANDISE
a.FleeceYouthVests
.............V00587 $t2.95
These softfleecevestsare avail abl ein
t'Oyal blue. grey. andgreen.
Statesizesm-xl.
b.TravelMug
.............V00342
Classic stai nl ess steel mugwith plastic
handleand cap.Standard base fitsmost
Cat' cup holders:
c. LeatherVarsityJacket
..........md V00344 $229.95
............Ig V00345
............xl V00346
Leatherandwoolarecombi ned tocreate
thisclassic jacketwithembossed vintage
airplanes and Vintage logo on the back.
d.EmbossedDenimJacket
..........md V0024t $65.99
............Ig V00242
............xl V00243
............2x V00244
Cotton denim jacketwith Vintage patch
on the frontand embossed pl anes and
logoon theback.
e. PocketVest
.............V00507 $29.95
GI'eatfortraveli ng. thisvesthelps to
keep yourhands free forusingacamera.
caringluggage orsi mpl ygreatforaround
the town activities. Comes inoliveor
khaki (notshown).
f. CoffeeMug
.............V00234 $4.95
Enjoyyourmorningcoffeewith thisblue
trimmedVintage logo mug.
ORDER ONLINE
WWW.EAA.ORG
TELEPHONE
ORDERS
800-843-361
FROM USAND CANADA
ALLOTHERS CALL
9204265912
P.O. BOX 3086

e. f.
m.
f
.. .. .. ... V00516 $64.99
Thi s dark navy kni t sweater has
cotton patches at the shoulder
and elbows and sports the
Vintage logo. Great for fall
ny-ins.
Leather Bags
from Vintage Aircraft
n embossed logo graces each of
finely cr afted, genuine l eather
bags, whi ch come in ei ther tan or bl ack.
h. Leather PO(;ket _ . V00512 $46.95
Conveni ent phone/sunglass pocket
make this bag a defini te accessory.
Approximate size: 9"h x 6"w x 3"d
i. Leather Bac:kpac:k
. . ... . .... . .. V005 t t $49.95
Perfectl y sized wi th convenient
zippered pockets on the inside and
outside. Approximately: 11 "h x 9"w x 4.5"d
Flapped, soft leather bag has shoulder
. Approximate size: 7.5"h x 5"w x l .5"d
k. Leather Brlefrnse. V00510 $79.95
Crafted wiLh a rich design. thi s case has
several interi or pockets and goes from home
to the boardroom in style. Approximately
12"h x 16"w x 4.5"d
I. Golf Shirts . . . . . . . . . . . . $31.95
The Vintage logo gol f shirt is YOUI' versatil e,
comfol'tabl e. 100% combed cotton sport
shi rt for almost ever y acti vity.
Seagrass
sm V00538 md V00539
xl V00541 2x V00542
Ig V00540
Burgundy
Sill V00543
2x V00547
Ig V00545 xl V00546
md V00550 Ig V00552
2x V00554
md V00556 Ig V00557
2x V00559
m. WODlan's Blouse . . . . . . . $84.95
This lovely. cotton/poly bl end shirt is trimmed
with genuine Austri an crystals and is wr inkl e
free. Machine washabl e.
Vl0496 ..... .. ... . . Pink size 10
Vl0497 . . ... . ..... Black size 12
Vl0498 ...... . .. Cream size 14
n. Safari Vest . . .. .. V00506 $39.95
Looking for a versatil e pocket vest, this
one is fOI' you. Back has Vintage Logo and
vent with adjustabl e side bel ls for a com-
fortabl e fit. Black, 100% cotton.
o.VantageCaps............$12.95
Choose acolol'and style to fityour
personal taste. o.
Stone..................V00225
Royal Blue ..............V00355
Khaki (nolsho\\n)V00356
Olive (1101 shOIl'Il) V00357
Red ...................V00359
Maroon.................V00438
Red w/na\}(nolshown)V0036"1
Khaki w/na\'Y.............V00439
YellOW w/navy ............V00435
NaturalwIred (nOl8hO\\Il) V00436
Red w/black .............V00437
p.YouthCamoShirt $19.95
Sportshirtfeatures foul' buttoned pock-
ets and Vintage Logo. Madeof65%
poly/35%cottonand ismachine
washable. Youth sizes:
Sill \100609 IIId
Ig V00611 xl
q. LadiesScoop-neckTee
..............\110485 $49.95 Q.
GenuineAustria crystalsoutline the
Vintage logoon this navySPOI't tee. 95%
cotton/5%spandex fabl'ic holds it's
shape and keeps you cool.
r. SelectBoundVantageVolumes
Limited quantitiesofVintage bound
TELEPHONE
volumes areavailable.
ORDERS
1990<lIId before ..........$25.00
AJlel' 1990...............$30.00 800-843-3612
s. YouthFlightJacket $38.95
This classicjacketissized foryoung
people. Made ofnylonwith knitcollar.
cufrs. and waist. Sportsan orange linel'.
Youth sizes: Sill \100605
IIId \100606 Ig V00607
t.NoveltyDolls.....VI0500 59.95
Agreatconversation pi ece, these dolls
lookcleverstandingbyyourairplane.
Approxatelythree feet tall.
u.ZipperedSweatshirt.....59.95
50% cottonl50%polyand machine wash-
able, thistop has an elegantoutlineal'Ound
theVintage logo withgenuineAustrian
crystals. Comcs in navyorforrestgrecn.
na\'YIIId VI0489 navyIg Vl0490
navyM Vl0491
greenIIId VI0492 greenxl VI0494
MAILORDERS
P.O. Box3086 ORDER ONLINE
OSHKOSH, WI 54903-3086 WWW.EAA.ORG