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DECEMBER
2002
OL. 30,No. 12
Sport Pilot newsletter enclosed with
this
issue
2 VAA
NEWS/H
.G.Frautschy
4 INSTALLINGHANDHELDRADIOS
IN VINTAGE
AIRCRAFT/
Evan
McCombs
7
REMINISCINGWITH DUTCH
ENGINEFAILURE
SELECTED EXCERPTS FROM
THE
AIRMEN
'S
SKY
IsNOTTHE BLUE/
Holland"Dutch"
Redfield
8
BLOCKLETIERING
EXACT
PROPORTIONS FROM
THE 1930s/
H.G.Frautschy
10 THEMAKINGOFASHOWPLANE
Steven W. Oxman
12 MYSTERYPLANE
14 WHATOURMEMBERS
ARE
RESTORING
16 CLIPPERSHIP
THE
PRESTEN FAMILY DO-EVERYTHING
AERIALCONVEYANCE/BuddDavisson
21 PASS IT
TO
BUCK/BuckHilbert
25
CALENDAR
26 CLASSIFIEDADS
28 NEWMEMBERS
30
VAA MERCHANDISE
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from the Vintage
Aircraft
ssociation
Board
of Directors and E lV Staff
Paul Poberezny
Espie
"Butch"
Joyce
George Daubner
Steve Nesse
Charles Harris
David
Bennett
John
Berendt
Bob
Brauer
Tom Poberezny
Scott Spangler
Michael
DiFrisco
HG
Frautschy
Steve Bender
Gene
Chase
Dave
Clark
John
Copeland
Phil
Coulson
Roger
Gomoll
Dale Gustafson
Jeannie Hill
LeeAnn Abrams
Susan Zolkowski
Kirk
Olivia Phillip
Colleen Walsh
E.E. "Buck"
Hilbert
Steve
Krog
Bob Lumley
Gene Morris
Dean Rchardson
Geoff
Robison
Wes Schmid
Alan Shackleton
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EWS
EAA
FLIGHT
PLANNER
INCORPORATES STADIUM TFRs
To
help pilots avoid stadium overflights,
EAA ~ , , - ~ . ~ ~ ~ ~ ~
~ . - ~
Right Planner maps
show
the location of the tempo
-----
. . . : z : . = = : . . ; : : : ; ~
rary
flight
restrictions
TFR)
for stadiums with
capacities of 30,000 or more. Using
FAA
-provided
oordinates, the maps answer a main objection
pi
-
- ; ~ - ~ ~ f } ; ; = - ~ ~
lots
had
to the blanket TFRs restricting flights within
3 miles
and
3,000 feet of the stadiums:
no
official
- = - ~ ~ . . : : .
~
~
documentation existed showing the precise loca-
i i i i i i i i i i i i i i i i l l i i ~ i i i i i i i i l l l l l i i l a
tions of these facilities.
Now
anyone
can go
to the EAA website, click on the "View TFR Maps" link and
get accurate stadium locations represented
by
green dots. The locations are incor
porated into EAA Flight Planner-generated maps.
The
complete list of stadiums is
also available on the EAA website at
www eaa org
On
a personal note, a recent cross-country flight I made would have passed
within the TFR over the stadium for Northern Illinois University. Using Aeroplanner, a
quick preflight check of the airspace determined the TFR area wouldn't be "hot" un
til after I passed
by,
but the
EAA
Flight Planner sure made
it
easy to precisely
determine the boundries of the TFR . Members near the Washington, D.C. , and
Crawford,
Texas,
areas are encouraged to review the prohibited and TFR airspace
notices prior to
each
flight
EAA
LAUNCHES
NEW
AIRVENTURE MUSEUM WEBSITE
EAA Museum's redesigned website at
www airventuremuseum org
puts EAA s
educational and interactive content
just
clicks
away
from
aviation en
thusiasts
around the
world. Visitors
can easily and quickly access
com
prehensive information
about
the
museum, including
its
exhibits,
attractions, events, activities , collec
tions, services,
and
latest news.
For
those interested in the museum
but
unable visit regularly,
the
website
offers photo exhibits, descriptions of
the collection, and a virtual tour. "We
see the website as being an important
way for us to interact with millions of
aviation enthusiasts around the world
and the tens of thousands of
EAA
mem
bers
who
do not
live
within easy
traveling
distance
of
Oshkosh,
said
Museum Director Adam Smith.
Clearly labeled links
promote
easy
navigation, and updated information
about the Museum's facilities
-such
as how to get there
by
car or plane
(including maps and related Iinks)-ex
hibits, and tours help visitors plan their
museum visit.
As
in many other EAA endeavors,
volunteers helped make
the
redesign
possible. Volunteers helped write
the ' Our Collection' section, and
they'll continue this
in
the future
,"
said
Smith. Information about this
and other Museum volunteer oppor
tunities are listed on th e website.
Website
planners purposely
de
signed
the site
to
allow
for future
expansion, particularly
the
Museum's
Collection and the Vi rtual Museum ar
eas, allowing
the website
to evolve
over the next few months and years.
NATIONAL
BUCKER
JUNGMEISTER
CLUB
Mrs.
Frank
Price has advised
us
that
the National Bucker
Jungmeis
ter Club
is
for sale, and no newsletter
will be published until the club has
been acqUired by a new owner.
I f
you're
interested
in purchasing
the
club and
its
assets,
please
contact
Mrs.
Frank
Price,
300
Estelle
Rico
Drive, Moody,
IX
76557.
T S A CREATES TOLL- FREE
SECURI TY HOT
L INE
To
further enhance general aviation
airport security
in
the post-
9/11
environ
ment,
the Transportation
Security
Administration
TSA)
will activate a toll
free tip line sometime this month,
866-GA-SECURE
(866-427-3287).
The
tip line creates a
fast
and easy
way
for people in
and
around
airports
such as pilots, EM Chapter members,
and those involved
in
operating, servic
ing,
or renting small
aircraft-to
report
suspicious people
and
activities.
These may include aircraft with
un
usual or unauthorized modifications;
persons lOitering near parked aircraft
or in air operations areas; pilots who
appear to
be
under the control of
http:///reader/full/www.eaa.orghttp:///reader/full/www.airventuremuseum.orghttp:///reader/full/www.eaa.orghttp:///reader/full/www.airventuremuseum.org
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PILOTS MUST CARRY PHOTO
1
On October
24
the
FAA
issued a fi-
nal rule changing Federa l Aviation
Regulation 61.3 and requiring pilots
to carry
photo
identification al
ong
with their FAA pilot certificate when
flying. FA
R61.3(a) now reads, "Each
person must carry a photo identifica
tion acceptable to the Administrator
when exercising the privileges of a
pilot certificate; and I): Each person
must present such photo identifica
tion when requested to do
so
by the
Administrator, an authorized repre
sentative of the NTSB or the TSA or a
l
aw
enforcement officer."
A valid U.S. driver's license will
be
the most common
photo ID
, and
other acceptable forms include a valid
federal or state ID card, a U.S. armed
forces'
ID
or credentials that author
ize access to airport secure areas.
Congress firs t mandated modifi
ca tion of the airman certification
system in the FAA Drug Enforce
ment Assis tance Ac t of 1988, and
later added to the
requirement
in
the more recent Aviation and Trans
portation Security
Act
of 2001. Both
actions sought
to
ass ur e
positive
and verifiable identification of each
person applying
for
or holding a pi
lot certificate.
This new rule is a partial adop
tion of a petition filed by the Aircraft
Owners and Pilots Association on
February 21,2002, to
revise
FAR
61(a)
and
I) to
require
a pilot to
carry, and present for appropriate
inspection, a form of acceptable
photo
identification.
In the final
JOHN MILLER INDUCTED
INTO
V
H LL
OF
F ME
John M. Miller, Poughkeepsie,
New York saw Glenn Curtiss and
his
lbany
Flyer during
Curtiss'
historic Albany to
New York
flight in 1910,
and
he soloed
on
his 18th birthday, December 15,
1923. Johnny Miller has
lived
the
era of human flight,
and
con
tinues to enjoy aviation
into
its
second century.
John's
life was
detailed in last month's issue,
and
on
November 8,
2002,
he
was
inducted into
the Vintage
Aircraft
Association's
Hall
of
Fame . His delightful talk about
witnessing Charles Lindbergh's
takeoff for Paris in the
pirit
of st
ouis
captivated
the
audience
during the
induction
cere
monies. Congratulations, John,
and happy 97th birthday
E C R E T E S S P O R T
FIELD ApPROVAL
PROBLEMS
During the past
year,
the
FAA
announced a new policy it planned
to
implement regarding
field ap
provals (often referred
to
as Form
337s). The new FAA policy has been
highly misinterpreted
by
many
FAA offices and in some cases used
inappropriately to delay or not ap
prove field approvals.
The new guidelines do not pro
hibit field approvals, and if it
had
been
implemented
properly, the
new policy was intended to reduce
the delays in getting STCs approved.
Unfortunately, once disseminated
to the regional FAA offices
and
im
plemented, the policy was
not
always used correctly.
EAA and AOPA gave our guarded
support
to the
new
policy
when it
was first developed, while express
ing
our concerns
that
the
policy
could result in just the opposite of
its intent . Unfortunately, that's pre
cisely what happened.
Once reports from
the
field, in
cluding input from EAA members,
started coming in to
the
FAA the
FAA Flight
Standards
Service and
Aircraft Certification Service took
steps to prevent further confusion.
Flight Standards has put a hold on
the policy in Alaska, and a number
of teleconferences
with Flight
Standards
Regional Offices
throughout
the
United States have
taken place to make it clearer to
the
field offices that they should
still be approving 337s. Also, the
policy is
being
revised
to
provide
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Installing
Handheld RadiDs
in
Vintage
Aircraft
EV NM CCOMBS
This is a
1943
Taylorcraft L-2. It is
equipped with a
Delcom comm radio
with an external
stainless steel whip
antenna mounted in
front of the windshield.
It is also connected
to a Sigtronics
portable intercom.
The
Delcom radio
has a belt clip that is
attached
to
the back
side of the radio.
That s pretty handy,
and adding a small
strip of
aluminum
attached to the side
rail below the
window allows the
clip to double as a
radio holder.
Editor s
Note:
After
our
request
for
articles on this subject, a cou-
ple
of
you stepped forward
to
share
what you ve learned and put into
practice concerning radio installa-
tions
in
light aircraft. This article
should
be
considered a great start,
and those of you with different
installation techniques are encour-
aged to send in your comments
and
articles on
the
subject
In
par-
ticular, I d like users
of
the
re
cently
introduced dipole antennas in-
tended for mounting inside
airframes to weigh in with their
e
xp
e
ri
e
nces
. HGF
f
your
flying
is like
mine
that is flyin g in to
and
out of
small
non
towered airports you
probably feel like I do
that
you
would like to see and be seen as
well as hear and be heard. Most
of the smaller antique
and
clas-
sic airplanes were not equipped
with
electrical systems
and
most
were
built without
shielded ignition harnesses and
spark plugs. Some of the classic
airplanes
were converted
to
shielded
ignition
harness
and
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ers to install them or simply carry
them
in the cock
pit.
Some
worked
well in this environment, and
some
didn t.
Through trial
and
error, the following
seemed to work for me.
I've been asked about using broadband antennas.
Those are the thicker, fiberglass
whip
antennas you
see on many modern airplanes. My answer is that
most operations
of
the
handheld
radios
will be at
airports without a tower or talking to
FSS,
plus a lit
tle plane-to-plane
communications.
Even i f we add
the usual tower frequencies,
the
frequencies used for
these operations (generally around 118.00 to 123.00
MHz) do not require a
broadband
antenna. A stan
dard stainless steel whip 24 inches long
is
adequate.
Antenna locations are always problematic, and their
placement can be tricky. Nobody wants
to
drill two
or three holes in different locations on
an
airplane.
t seems
that
somewhere on
top
of the wing or fuse
lage works
in
most cases.
f
a bottom
mount
is the
only available spot, try it. Such a location can work
well, especially in air-to-ground communications,
but
items such as landing gear legs can Significantly
alter the
antenna s
radiation pattern. Each location
is
a compromise,
and
even metal-covered airplanes
can be as
much
a challenge as a fabric-covered one.
A ground plane must also
be
considered a vital
part of the installation. FAA publication AC 43.13-2A,
Chapter 3 gives guidelines for
antenna
instal
lations and ideas
for ground planes.
1-- WHIP
II
ANTENNA
(See the drawing
(left) for one ex
I I / / )
- ,
ample from
the
Advisory Circular.)
I ~
~ .
Many different
things will work
- -
- - ~
---_
/
/
/ /
if you need to fab
/ I ~ v
ricate
a ground
U
plane.
One-half
METAL FOIL UNDER
inch wide copper
FABRIC OR WOOD SKIN
burglar alarm tape
NOTE: THE LENGTH OF EACH
Radio/Intercom
Matching
H.G.
FRAUTSCHY
If
you use
a
King
KX 99 radio
and
a Sigtronics intercom,
you might notice some difficulty with the intercom's
squelch
circuitry. With
the radio turned
on, you may be unable to
squelch out the cockpit
noise.
This
can
also
happen with
other
headsetlintercom combinations.
A
slight mismatch
-
tween the different manufacturer's components is to blame.
If we
assume
the output from
the
radio's audio
signal
is
too high for the intercom, the problem is easily solved. A"
that
has
to
be done is
to
solder
a sma" liS-watt,
ISO-ohm
resistor into
the patch cord
for
the radio's audio
output.
The
adapter cable
pair supplied by King with
the
radio
didn't
hold
up to
being
plugged
in
and
unplugged repeatedly-the
wire
strands
in
the
thin cable
finally fractured.
Since
I
was
forced to make up
a
set of new cables,
I
used
a
pre-made flexi
ble audio cable from Radio Shack.
I liked
the flexible cable from
which
the pre-manufactured Radio Shack cable
was made, but I
didn't use
the connectors
on either end! The
cable
is similar in
flexibility to test lead wires, but,
of
course,
it has
multiple
wires
enclosed in
the neoprene rubber jacket.
I prefer the
150 Resistor
quality
of
the
high-
end Switchcraft
connectors, which
are often
used
for
original
equipment
manufacturer
(OEM)
applications
in
air
planes.
I
went
to
my
local electronics
supply
house to obtain
the
Switchcraft
parts. Many
of
their
parts
are
mil-spec
quali
fied. For the audio input cable, I used
an
all-metal
Switchcraft heavy-duty 1I4-inch
in
line phono jack. If care
fully
done,
there is
just enough room inside
the backshe"
of
the connector
for
the tiny resistor to be soldered to the cen
ter
electrode. In
the
photo
you
can also see
the heat
shrink
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If
you re unable to get satisfactory results from your
GPS and communications radio and
you
feel
you
must use
an
antenna mounted on the outer surface
of
the airframe,
be
sure to follow acceptable methods
and
practices.
As
always, vintage certificated airplanes must com-
ply with their type certificate, so if you want to install
some
sort of
radio
system,
be sure to
consult
your
friendly
A P
maintenance technician.
Now let's have some fun
If
you just installed a ra-
dio
system
in your classic or antique airplane,
you
need to test all of the
functions
of
your
new radio.
One thing to keep in
mind
about navigation signals is
their polarization. Navigation signals are hOrizontally
polarized, and communication signals are radiated
vertically. That's why a communications
antenna
will
not receive a nav signal as well,
with
a shorter effec-
tive range. It will take at least five to 10 flight hours of
testing and maybe a cross-country of 200
miles
or
Here s
an ICOM
A 21 nav/comm mounted
on
the instrument
panel
of an EAA
Biplane. This radio is connected to a stain
less steel whip antenna mounted on top of the upper wing.
The battery pack is removed from the radio to save space
and weight the radio is hooked up to the battery in the air-
craft.
In
this simple electrical system, there is only a battery
and starter; there s
no
generator or alternator. Again, the
more to properly determine if
the
new installation is
working well. At least that is
what
I tell myself-can
you
believe I've
been
accused
of using any
reason
to
fly?
Keep em safe and keep em flying.
Another installation:
This 1940
Luscombe 8B was equipped
with a King KX99 comm radio and a stainless steel whip
an-
tenna located
on
the top of the fuselage behind the fuel
tank. This radio is also connected to a Sigtronics portable
intercom. Since the Luscombe
had
a really nice original-style
instrument panel , I didn t want to drill holes in
it to mount
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REMIN ISC ING WITH DUTCH
Engine failu
Selected excerpts from Holland Dutch Redfiel
d s
The Airm en s ky Is ot The Blue
Fred McGlynn s Fairchild 24 used
in the
instrument
course was a fine
airplane
and
a real joy
to
fly. The
flight control hinges, push tube
ends, etc. were equipped with ball
bearings instead of mechanic-oiled
brass bushings as on most other air
craft of the day. When
the
controls
were
pressured,
no matter how
lightly, the return feel to the pilot s
fingertips was
that
of the sky itself.
The Ranger engine was
exception
ally
smooth
and quiet with a lovely
sounding exhaust.
One late morning during a training
flight instrument procedure turn on
the south
leg of
the
Syracuse
radio
range station, the Ranger suddenly
be-
came quieter still and the propeller s
disc before us became an unmoving
stick of bug-spattered wood.
A few minutes previously we had
HOLLAND DUTCH REDFIELD
lovely
pastured
hills
south of
Syra
cuse. All
knew ther
e was
plenty
of
fuel aboard,
and
I had
no
idea what
might have caused the engine
to
come
to
a silent standstill. There
were several large
and
lovely fields
below
with plenty
of
time to
select
which seemed the best. This was my
responsibility,
and
I really wished I
were
seated on the airplane's left
side where
the
rudder pedals were
equipped with brake pedals.
The sounds of unpowered gliding
flight were pleasant and new to me,
but the price paid was a steeper than
usual glide due
to
th e drag
of
the
stationary
propeller.
t
was a
la t
e
morning soft spring day. Winds were
light.
A concern was that the field
might be soft from the pr ev ious
day's
rain,
perhaps causing th e
Fairchild s wheels to sink in
and
flip
cowling.
Why had
the
engine
stopped? I clambered up on the wing
support struts to check
fuel in
the
right wing
tank
.
t
was full.
We
had
n t been using fuel from
that
tank .
Then the left
tank
. It was half full as
expected.
The engine had certainly
quit
cold
and with
no
warning.
We re
moved the engine cowling. The fuel
lines were intact
with no
seepage.
The next thought was
the
position
of the
left fuel selector valve,
the
tank we had been using, located on
the headboard above the left cabin
window adjacent
to
th e left pilot s
seat. The rolled
up
cloth
hood
cov
ered the
selector. When unrolled,
the selector valve was found to be
in
its mid-position, halfway between
OFF
and ON. Earlier, when the hood
was being rolled up prior
to the
seat
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10/36
H.G.
FRAUTSCHY
Free hand design work is still being done,
most notably
by
those who still hand letter
signs and store windows. Andrew King's
Ry
an
M l
, shown here, was lettered by a
local sign painter. It serves to remind us
that there are often talented people who
would love to help us with our restora
tions- ali we have to do is ask
A
airly regu lar
question
we
get
here
at
VAA
headqu ar
ters concerns
the
layout of
markings on older airplanes.
When putting registration markings
on the
wings
and
rudder, the exact
To refresh your memory, the cur
ren t reg ul ations co n ce rni ng
markings for old er aircraft are con-
ta
in
ed in t
he
FARs
in
Subpart C
Nationali
ty
and Registration Marks
under 45.22
Ex h
ibition,
Antique,
LETIERING AND
.........
......
All
airplanes
ther
the C. A. A.
regi
numbers or license numbers . In
addition to the
numbers
carried,
almost
l l
airplanes
have some
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11/36
toward
the leading edge , the
height
to be
at
least
four-fifths
of
the
mean chord : Provided , how-
ever ,
that
in the event
four-fifths of the mean chord is
more than
30
inches the height of
the
letters
and
figures
need not
be more , but shall not be less
than
30
inches .
If
the lower
lef t
plane is
less than
one-half the
span of the upper left plane , the
letters or figures thus described
shall be on the under surface of
the
upper le f t
plane
, as
far to
the lef t as
is possible . In
the
case of a monoplane the mark
shall be displayed on
the
lower
surface of the lef t wing and the
upper
surface of the right
wing
in the manner
thus described
.
On
gliders
the
letters and/or fig
ures
shall
be displayed in
the
same manner and place
prescribed
for
airplanes except the minimum
size shall
be
15
inches
in
height
and
10
inches
in
width
using
a
2-1/2
inch stroke
. The marks
shall also
appear
on both sides
of
the vertical
t i l
surface or
surfaces of size
as
large
as the
surface
will
permit , leaving a
margin of
at
least 2 inches .
D) The width of
the
letters
and figures of all marks shall be
at
least two-thirds of the height
and the width of the
stroke
shall
be at leas t
one-sixth
of the
height . The letters and figures
shall
be painted in
plain
black
type
on
a white background ,
or in
any
color on
any background , but
there must be a strong contrast
in with pencil .
For
out l ining
the smaller
block numbers and le t ters , such
as those required
on the
t i l
group ,
much
time
will
be saved
i f
a lettering guide of
the correct
size and
proportion
is made . A
le t ter ing guide of this nature
is shown in
Fig.
I .
Using this
guide
as a template the
out
l ines of any number and most
l e t ters can be quickly
traced
directly on the surface .
e t r e r i n ~ u d e
FI6 I
M SKING
After the
numbers
or le t ters
have been outl ined by
pencil
they should
be
blocked
in with
masking tape , as shown in Fig .
II
. f
the
l e t ters are to be
painted by
brush , a single
line
of
masking
tape
,
as
shown ,
will
be suffic ient . If the l e t ters
are to be spray painted any por
t ion of
the
wing
l ikely
to be
affected by
the
spray
should
also
be masked .
This may
be done by
ance
is
not of prime importance ,
i t
is
desirable to use a stencil ,
as this
is
a much faster method
of
lettering or
design
painting
.
Places
where
stencils
may be used
to advantage include the
No
Step
signs , Lift Here signs
on wings , Capacity of Baggage
Compartment
signs etc
.
The
s tencil
consists
of
a
plate
,
usually
of s t i f f card
board or thin metal , from which
the
design
has been cut . The de
sign
is t ransferred to
the
surface
by
holding or fastening
the
stencil
to the surface with
masking
tape
and spraying over
the entire
stencil
.
If
the sten
ci l is sprayed
,
the paint
shou
ld
be used
full-bodied
otherwise
i t will run underneath the sten
cil thereby spoiling
the design
outline . Stencils may also be
applied by
using a
short
, heavy
brist led ,
st ippl ing brush
. If
this is done, the
material
should
be used full-bodied and
should
be applied
with vertical
strokes.
Do not attempt
to
t ransfer the
design by brushing over
the sur
face of the stencil , as runs will
surely
result
.
FREE H ND DESIGN
The
free
hand painting of de
signs
on
ai rplanes
requires
considerable
experience in
that
line ; however , if the design must
be painted by
the
mechanic,
the
following
suggestions
may
be of
assistance
: Draw a pencil
out
line
of
the desired
design
on a
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The aking of
a
grew up
in
Natick,
Massachusetts,
only one hour
of thumbing
rides
to
Marl
boro Airport-
a
l,700-foot
paved strip
with
tall trees
at
both
ends,
in Marlboro,
Massachusetts.
At
10, I used to go
to
the
airport to
watch the planes fly,
try to
bum rides, and
dream
of flying someday.
Don
Dorr had a small
shack-like
office on
the
field
to
sell planes. He
used to bring in planes, many of
which
were
beautiful
Beechcrafts.
The year was 1959.
I started
taking
flying lessons at
14 at Marlboro,
with
another Don,
the airport owner. We flew in his
Cessna 172. I continued my flying
lessons at different places in differ-
ent
planes,
including
Blue
Hills
Civil Defense Airport
in
a
Navion
and
Norwood
Airport in a Chero
kee
. My flying
achievements
included private and then commer-
cial certificates, a
multi-engine
STEVEN
W.
OXMAN
flight school. Only today, after own-
ing
and
working
on
my
own
plane,
do I realize
how
poorly my preflights
were. Only
now
do I realize
how
lit-
tle I was really checking the aircraft
systems, controls, and engines.
My First ircraft Purchase
A
little
over six years ago, I pur-
chased my
first
plane,
a
1959
Beechcraft
Bonanza. t
had about
2,800
hours
on it. It was original in
every respect. From 10 feet away, it
looked decent.
To the neophyte
air-
regularly flies Beechcraft
aircraft. During this
flight, a number
of
other
mainte
nance items
became
appar
ent e.g., we
lost the right
brake
on the
third landing).
By
the time the
Oklahoma to
Maryland
flight
was
over, we
had
documented approx-
imately
30
items that
would
need
attention.
When
I
arrived
in Maryland, I
turned
the Bonanza over
to an
A P.
He worked off my new punch list.
This
A P
worked a lot
on
larger air-
planes
and
corporate jets. I quickly
learned
that this
A P was expen
sive and only did that which you
identified. Therefore, I sought out
another A P.
The second
A P had
some expe-
rience
with
Beechcraft aircraft,
typically worked
on
aircraft
the
size
of
my Bonanza, and charged more
reasonable rates. This A P immedi-
ately identified some items that
the
other
A P
and
I
had
not identified,
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plane
up and
get it in compliance. I
also asked
my A P to
do some cos
metic work
on
the plane (e.g., repair
a torn
seat
and replace the carpet
ing).
He
told
me
that
he had
a
backlog of work
and asked
me
i f I
would assist
with
this effort, work
ing under his direct supervision. He
especially
wanted
me to consider
doing
anything
that
I legally could
do on my
own, like the
upholstery
work. He quickly taught me
where
to
look
to
determine
which
tasks
I,
as the
owner/pilot, could legally per
form on my plane.
Thus
far,
I had never touched
the
plane. Although I
had done
a lot
of
work on
automobiles
through the
years, I was nervous about touching
my plane.
EAA AOPA, and My
A P
Effected
Course
Change
Through
the
years, I had read
EAA and AOPA magazines. I had
read
of EAA members restoring
their
planes. I
had read
of
them
competing
their
completed planes.
I
had
read
of
AOPA
having
re
storation projects, giving
away
completed
ones
to lucky
AOPA
members.
I was always
impressed
with the results . Now with
my A P
suggesting
that
I work with
him
on
my
plane, and me wanting to
get
the
plane to look and operate
nicer
and
more
safely, I
started
to
consider
my
A P's offer.
At first, I thought I would just get
the
plane to look decent
and
be safe.
But
as
I started to work
on the
plane,
and
nuts, old screws, old Tinnerman
nut plates,
and
old wiring that was
not connected to anything.
So
the
carpet job became a clean up
the
subfloor
spaces ,
replace
the
floor
boards,
and
replace
the carpet.
When
I did this project, I inspected
all
parts,
cleaned up all parts, re
placed all old
fasteners,
and
documented the work with notes
and
photographs.
Before long, I was doing
the
same
kind
of
clean up, fix
up
, repair
and
replacement
activity
to the
engine
compartment,
the
wings, the
rear
fuselage,
and the
empennage.
By
that
point, I was going
to EAA
fly-ins and
reading
magazines like
EAA's intage Airplane I
watched
people compete their planes. I saw
some very impressive planes. I really
admired the restoration jobs. These
events stimulated
me
to more than
fix
up my plane.
These events en
couraged me to change my course
and
do a complete restoration.
Restoration Project Goals
I work
in the computer systems
field. I am often the program man
ager for
long, important projects.
This
background
impacts
all my
projects,
and
this plane
restoration
project would be no different. There
fore, the first
thing
I decided to do
was to determine my project goals.
My restoration goals included:
l.Have a legal airplane,
2.1nstall as many, new safety fea
tures
as
I could afford,
3.Install
a
modern avionics
pack
gin of safety.
My plane was built in 1959. Since
that time, a lot
of
safety-related ad
vances have occurred. One example:
thick
er,
one-piece windshields.
These
windshields provide greater
protection
against
bird strikes,
greater forward visibility, and de
creased cabin noise. Also, some
safety-related items
that
were avail
able in 1959 were
not installed
on
my
plane, which I
opted
to install
now.
The installation
of
wing-tip
tanks was one of those installations.
My plane came with VOR-based
Nav/Comms, an
ADF,
some
switches and a discreet amplifier in
lieu of an
audio
panel,
an old in
tercom that
was difficult
to
squelch, a
transponder,
and
an
old
marker
beacon
receiver. To
com
plement
these devices,
the plane
had
old, rusty
antennas.
There was
no GPS, autopilot, stormscope,
or
TCAD.
The
engine instrumenta
tion was old and of
questionable
calibration.
Therefore, the avion
ics, the antennas, and the
engine
instrumentation
were all upgraded.
My plane had been repainted in
1974, using the more modern 1970s
paint scheme.
t
looked nice,
but
it
was not
representativ
e
of
the year
my plane was built. Therefore, I re-
searched
the
paint scheme, available
colors, and color combinations
that
were available
to
new Bonanza buy
ers
in 1959. I was lucky
that an
archivist at Raytheon/Beechcraft in
Wichita, Kansas, had a lot
of
mate
rial on
the Bonanza line
and was
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BY
H
FR UTSCHY
SEPTEMBER S MYSTERY PL NE
CHIPPEWA SCOUT
Ryder Olsen of
Burnh
am, Illi
n o is , se
nt
Se
pt
e
mb
er s Mys tery
Plane to us
Here s the note Ryder
se
nt along
wi
th
th
e
ph
ot
o:
Encl
ose
d
is
the photo
of
the Olsen
monoplane
ca
lled th e Chippewa
Sco ut. This plane
was
des igned
an
d
built
by
my fath er in
1 926
in
Chippe
wa
Fa
ll
s
Wi
sco
nsin.
Po
wer
was a thr
ee
-cylinder Szekely radial
eng
in
e. Accord
in
g to my oldest brother
and my dad th ere were three
of
these
completed by
1
928
.
This plane a
p-
pea rs in Sp o
rt
Av iation , A ugust
1
9
1, in th e article Th e Olsen
Story.
I
The spec ific
at
ions were
in -
clud
ed in th
e
ar
ti
cle
.
t is
my hope to
fi
nd on e
of
these
planes or at leas t a part of one. I d
like to he
ar
from anyone who may
have known my
fa
ther
or
who
may
h
ave
any knowledge of this airplane.
Pe
rhaps there
is
one of th
ese in
a barn
THIS
MONTH S MYSTERY PLANE COMES FROM THE
som ewhere. J m also l
oo
king for a
thr
ee
-
cy
linder
Szek
ely.
George Bud Hays
of
Lowell, In
diana
sen t us an e-mail
wit
h th e
correct answer,
no
t
ing
that
he
be
li eved
abo
u t
20 kits
for
the
Chippewa Scout were delivered be
for e the company closed up shop
in
1929.
Another correct answer
wa
s also received from
Frank
Pav
li
ga of Rootstown, Ohio.
SEND YOU
R
ANSWER TO:
EAA
, V
INTAGE
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WHAT OUR MEMBERS ARE RESTORING
BY
H.G.
FRAUTSCHY
T
R I P A C E R
Completed
in
2000
this 1960
Piper
Tri
Kingsley owns the sharp Piper, which includes
Pacer was restored by Evans McCombs of
a
refinished
interior
new
paint and an en
Evans Aircraft in Peyton Colorado. Doug gine-driven vacuum pump.
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CESSNA 195
CF-EMP was manufactured by Cessna
in
1949
and
directly
exported to
Canada.
Its logs
start
on
August
24,1962, and owner Doug Moore, 8950 SE 72nd
Av.,
Leeward Air
Ranch,
Ocala, FL 34472, asks
that
any
members who might know of
the
whereabouts of th e
first three logbooks contact him directly.
In the early 1960s, the aircraft was used by Sky Harbor
Air
Service of Goderich, Ontario, in regular service be
tween Toronto, Canada, and Chicago s Midway Airport.
Doug
found
the
airplane in a
hangar in
1966,
and
bought it from Al Goodenough of Oshawa, Ontario. A
checkout by fellow Air
Canada pilot
and fellow 195
owner Dick Reid
followed, and
Doug
and
his wife,
Cher, made a series of enjoyable trips
south
to
th
e
Florida Keys and west to Colorado.
In 1974, during the 195 International Fly-In, Mor-
timer Brown, a retired Cessna test pilot, approached
Doug. Brown remarked
that the
195 was his favorite
airplane in the Cessna stable, and
that he
remem
bered that CF-EMP was
the
first one eqUipped with
the escape hatch installed
on
the left side.
Mort
Brown
even
offered to copy his logbook showing his
flights in 1949 in
CF-EMP.
Those logbook copies would prove to be invaluable
when Doug
and
Cher retired to Florida, and embarked
on
a restoration of
CF-EMP,
which they eventually regis
tered in the United States as N6381D. An alternator,
ILS
receiver, strobe lights,
GPS
, new instruments, and many
other improvements and new parts were included in the
restora tion , including Ray Woodmansee s sump tank
conversion, which minimizes the
amount
of oil de
posited on the windshield and belly of the Cessna.
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It was at about the same time that
port, a longtime roost for lots of Bay
area antiques.
III don't
remember how I found it
the first time,
but
it was too
far away
about 30 miles, to get
my
parents to
take me over there when I wanted to
go.
So
I just started riding my bike. I
was
only
16
at the
time
and didn't
know that most people would con
sider a 60-mile round trip on a bike
to be pretty long.
It was at Hayward
that
he got his
first serious initiation into the world
of the antique airplane.
III met Frank
Ramos,
a well
known local pilot, and he loaded me
into his Fairchild 24 and took me up
to Schellville
airport,
he
almost
laughs
as he
says it.
couldn't
be
lieve all
the
antique airplanes. I was
seriously in love.
At
the time
Eric
was only 16
years old,
and the
exposure
to one
of
the
West Coast's
hotbeds
of an
tique airplane activity set a course
for his life.
lilt was about that time I became
an honest to goodness
airplane
owner. Sort
of,
anyway,
and
he
laughs again. IIWhen I was taking
the train
into town, I
caught
a
glimpse of an Ercoupe sitting behind
a
house in
a
residential neighbor-
hood. I took the train back and forth
a bunch of times until I could figure
out exactly how to find it
on
surface
streets. I knocked
on the
door,
and
the
guy
told
me to go away. But, I
didn' t. In fact, I kept bugging
him until he let me start work
ing
on
it. The deal was, I'd do
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situation. Then I ran into
The Prestens weren't
Gordon
Bourland
on
the
looking for a show quality
field.
He had
a Taperwing
airplane. What they wanted
and a Waco
EGC-8.
In fact,
was a
practical
piece of
the
EGC was
supposed
to
transportation
that
they
have belonged to Howard
could afford and trust. Plus,
Hughes at one time. Any
it was going to be a work
way, we
got to talking,
and
Eric based the Clipper S unique float installation on the
ing airplane and the mount
I was
explaining how
I re
struts used
on
the float-equipped Cessna 150.
for Eric's
photo
missions.
ally
wanted
to take flying
For
that
reason, they never
lessons, but couldn't afford
did what most
people
it.
He
said 'Come on down
would consider a complete
and mow
grass,
and
I'll
restoration
on
the airplane.
teach
you. '
Our approach has been
I t
was the kind of a deal
to
restore, fly, restore, fly,
no serious av-addict would
and
work on
the
airplane
pass up,
and
Eric says he in sections. We've owned
did more flying than he did
it
13 years, and during
mowing, plus the job defi
that
time it
has been
nitely had its perks. down for a
total
of four
When
I
had about
72
and-a-half
years,
but
the
hours, Gordon turned me downtime hasn't been all
loose in his Taperwing. To at once. The longest
time
The six instruments required for basic VFR flight (the fuel
top it all off, I never paid a it was
down
was while do
gauge is
in
the middle of the tank) plus a slip/skid indica
cent for my flying.
I t
was a
ing the
fuselage,
and that
tor are all Eric installed
in
his non-electrical Clipper.
To
total work-to-fly program. took 23 months.
raise and lower the landing gear mounted on the amphibi
When it came time to go You're always looking
ous
Murphy
floats a manual hydraulic
pump
bolted
to college, Eric went to Cen
between the front seats, is used.
tral Missouri State where he
graduated with a degree in aeronau
tics.
During one
of his summer
vacations he was working for his fa
ther at
his
vineyard in northern
California
when
he met one
of
his
dad's friends.
He
had
put
out a couple
of
books
on the
history of Fords,
and
we started talking about what
it
took to produce books.
By that
time
I had a
ton
of antique airplane pho
tographs
. I
showed
some of
them
to
him,
and
he convinced
me I
Eric says, Yep, we
got
married,
and
nine months
later we had an
airplane.
Any airplane they
bought had
to
be something they could afford,
which meant it had to be something
in
which Eric's
mechanical
ability
and
sheer
tenacity would
make
up
for a less than perfect condition.
I
found it sitting in an open-face
hangar
in Dade County, Florida. It
was a flying airplane, but it had been
stored in that open hangar for 18
for more performance out
of
any airplane, and
a
Clipper with
the
original 0-235
flies just fine, but it's
not
a rocket
ship. I couldn't
afford
a
bigger
engine
at
the time,
so I
started
looking around
for
an Aeromatic
prop, figuring
that might
be a way
to get cheap performance.
I
put the prop
on,
and
I'd fly
it
for a while. Then I'd change some
thing
,
maybe the counterweights.
Then
I'd
fly
t some more and
change something
else. I played
with the prop for a long time. Then
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F200-00-74E,
so
not
only
is
i t
long, but the
IE'
signifies it has extra
bl
ade width, so I guess it's probably
considered a seaplane prop. Anyway,
that
one
flight with
the old
prop
showed that the Aeromatic had cut
th e takeoff
run
in half and nearly
doubled the rate of climb. I
don t
think I'
ll
be u
si
ng a fixed-pitch prop
again on this airplane.
Eric's Clipper got
another
major
performance boost when he stum
bled across a new engine for it.
I was in New Zealand shooting
pictures and found a 150-hp,
0-320
at a price I couldn t turn down. So,
now
not only
do
I
have
the
Aero
matic, but the 0-320 as well, and
th e co mbination makes this into a
different airplane.
I t
also mak
es
it
much easier to
fly
with the floats.
Incidentally, Eric points out that
he
fl
ew
th e airplane for 1,000 hours
before putting the floats on it, and it
had the
one-piece, seaplane
door
during most of
that
time.
I
put
the swing-up door
on it
because it works so well for photog
raphy. It gives me a big open space
to shoot
out
of.
able in kit form. So, I got my
hands
on
a kit and started building. I did
n t
expect it to take so long to build
them, however. There are 14,000
riv-
ets in
the
two of them,
and
we
quickly realized I'd n ever get them
finished unless I
made
them
a first
priority. So, I dedicated eight hours a
day, over
and
above
the normal
work stuff, to the floats .
It
took ex
actlya
year, or about 2,000 hours, to
build and mount th e floats.
I engineered the
mounting
sys
tem using Cessna 150 lift struts. I
was fortunate in finding
an
original
Clipper ventral fin, and I've been
told th ey only built a handful
of
those. I did a really thorough job of
documenting
all the engineering
and then
applied
for a one-time
field approval. The
FAA
crawled all
over it, studied the paperwork, and
gave me the approval.
As
is
always the case with any air
plane on which amphibiOUS floats
are
mounted,
the useful load of the
airplane
suffers. In this case, Eric
says it
lowered
the us eful load to
A Lycoming
0-235
and an Aeromatic
prop combine to give Eric a takeoff
time of 17 seconds on the water or
it will use about 700 feet of runway
when flown off pavement.
may look a little crude, but
that s
one of the trade-offs required to fly
floats. Even with the floats on it, the
empty weight is only 1,156 pounds.
I'm proud of that.
So, how does
the
Presten all-pur
pose aerial conveyance
fly?
''It flies surprisingly well consider
ing all that stuff hanging
out
there.
It ll get off a runway in about 700
feet
and
off water in
17
seconds
with no wind.
It
still climbs at 500
feet per minute at gross, and most of
the time it s at gross because you
don t
have any
choice. On
cross
countries
we flight plan it
at 110
miles per hour, which
is
fast enough.
We're in no hurry.
They made their trip to EAA Air-
Venture Oshkosh 2002 an epic
journey, as they flew the full length
of
the
Mississippi River (approxi
mately 2,550 miles) and turned their
month-long trip
into
104.3 hours of
flying, 1,000 gallons
of
gas burned
while crossing
21
states. Deb does
part
of
the
flying, as
she
soloed in
the
airplane and flies
it regularly
this is only fair
since
she
also did
much of the fabric and Poly-Fiber
finish work.
There
were a
lot
of fancier air
planes on the line at EAA AirVenture
Oshkosh 2002 (although it did
win
the
Outstanding
Piper award at
Oshkosh 2002), but it's doubtful if
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P SS T TO BUCK
BY
E.E.
BUCK HILBERT, EAA #21 VAA #5
P
.
Box
424,
UNION
IL
60180
Situational
awareness
One of the greatest assets to open
cockpit navigation
has
been
the
latest in handheld
equipment-the
GPS and
the
nav/comm radios. As
you well know, trying to read a sec
tional
map
with
the slipstream
whipping
through the cockpit has
always been a real trial for the "hel
met
and
goggles advocate. The
noise-attenuating headsets sure
help, too.
But have we forgotten that one of
the first rules of the games we play
as pilot in
command
(PIC) is situa
tional awareness? As PIC, you are to
have all the
latest
information in
hand and mind before
and
during
your
fl
ight.
Is
this
the
case
when
a
pilot takes off on a cross-country
and on ly carries a GPS?
What
brings all this to mind is
overhearing a
conversation
where
one guy was telling another that his
GPS wen t out, and he was com
pletely lost. He was in a real funk.
And
he
didn't
even have
a
map
in
the cockpit to refer to even after he
dropped down and read the sign
on
a
wa
ter tower.
The story ended when
he
found
nav/comm, where do you get the in
formation
concerning
fr
e
quencies
and airport information for en route
stations? (l'm assuming you already
looked up that information
when
you
planned
your trip.) But
what
if
things change during the flight?
A current sectional or flight chart
is your "ace in the hole."
But have
we
forgotten
that one
of the first rules of
the games we play
as
pilot
in
command
is situational
awareness
(To
drive home
the point
Buck is
making, here's a bit of personal ex
perience.
I'm
a
big
fan of
online
flight planning,
and
1 often use
www duats com
and the EAA Flight
Planner to set up my cross-country
flights . I also use their
downloads
and
looking out the window that
much faster -H.G. Frautschy)
Also,
have your personal items
on
hand in case some law enforcement
or public official asks you for them.
Under
the
FARs,
any
law
enforce
ment or
public official can ask you
for them. You should have your cer
tificates, your medical, a second
form of picture IO , and some proof
of
currency with you. This is a
Catch-22-you need not carry your
logbooks in the
airplane,
but you
should
be able
to
prove currency in
the
airplane, and be able to show a
current
flight review or some form
of proof that you are legal. A photo
copy
of
the relevant page in your
logbook would be fine.
This doesn 't only apply to cross
country
flying either.
You
could be
in
the
pattern, shoot ing landings or
just sightseeing, and when you land,
there sits a state trooper, or a local
airport
offiCial, or
just about
any
public official, and he asks you for
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••
WALL
CALENDAR
-
EAA
Celebrates a
Century of Powered Flight
with
the most
exciting and
most
loved
aircraft
designs
of the century
Q: Looking for
a
fun
way
to support
f programs plan your month and
enjoy some of the finest examples of
aviation
photography?
A:
World of Flight 2003 accomplishes
The
Making of
a
co
nt
inued
submitted my materials
to
the
American
Bonanza
Society
ABS)
and the World Beechcraft Society
(WBS), who immediately started
publishing my materials as techni
cal
articles and
product review
articles. I started getting telephone
calls from all over
the
country
and
abroad, asking for more details and
assistance with
other
Bonanza
and
Beechcraft projects.
I
soon realized
that my articles were being used by
a lot of Bonanza and Beechcraft air
craft owners and repair shops. I
then
submitted
proposals for pro
viding presentations at conventions
like the annual ABS
convention,
the
WBS
Convention, and the
fo
rums at Sun n Fun. My proposals
were accepted and
my
presenta
tions
were
well
attended,
accompanied
by lively question
and answer periods. N12711 is
likely one of
the
most documented
and
written about planes around. I
take
great
enjoyment in
assisting
others
with
the restoration
and
maintenance of their Bonanza
and
Beechcraft aircraft.
The last goal for my restoration
work is to
compete
and
win
in
contests like
Sun n Fun
and
Oshkosh.
As of this
writing,
N12711 has
won
Outstanding Cus
tom
in
the
Contemporary category
at Sun n Fun. At Oshkosh, N12711
might have a better chance
at
the
top
award since items dealing with
safety
and avionics
do
not auto
competition. Most good judges will
see through this strategy.
The best strategy includes doing
all the engine , mechanical, and
fuselage work first, followed by
the
instrument panel
and
avionics
work second, followed by the inte
rior and glass work, and then the
paint job. All the work
should
be
accomplished
as
flawlessly as pos
sible. During this work, keep good
records
and photographs
of your
work and projects .
The final steps
when getting
ready to
compete include
putting
your
documentation
and photo
graphs together. They
should
be
able
to
be easily
presented to the
judges. Also you should develop a
poster of your airplane
that
can in
clude
the
basic year,
make,
and
model information, together with a
photograph or two of the plane and
a few
interesting
facts about your
plane.
This poster should
be
dis
played near
the
front of your plane
for judges and enthusiasts to see.
Your restoration should also be doc
umented in
book
form (it's
worth
up
to
five points on your airplane's
score sheet ). There's a great article
on
the judging presentation book
at www vintageaircraft org Click on
How Do I Show My Airplane at
the
top of the web page.
When
arriving at a competition,
bring a clean up and touch up kit
with you. You should be
cleaning
your plane
on
site and touching
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• Started
flying
at
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•
ASMEL-I,
A P-/A
• After 58
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2,2
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and
years flying
pipeline
patrol
in Cessnos
•
At age
75,
st
i
l enjoys
flying "46" Swift
purchased
in
1963
"Insuring with AUA
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10 years ago was a good move.
You
don t need to shop around every year. You know that AUA
will give you a fair price
and
no age penalty. They are an
h
onest, no nonsense company.
"
- Charles ummins
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Relive 'e
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It was a 5-mile
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pilot had to race around the
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the tall poles that marked the course
in Omaha, Nebraska.
Rediscover the era of this
popular American pastime in
pnON by Wallace Peterson.
Order yo
ur
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FLY
IN
CALENDAR
In the ever-evolving ways we can communicate,
we ve created a very easy way for you to submit cal
endar of events items to EAA v ia
the Internet.
When your chapter, type club,
or
local group h as a
fly-in
you
want
listed
in
EAA s
online Calendar of
Events and in the pages of Vintage Airplane, log on
to
www.eaa.org/events/events.asp.
Fill in each section
(be
sure
to select
Vintage
u
nder
the
Division
pull
down menu) . Yo ur event will b e submitted for
posting on the
website,
as well as being
ad
ded to
the
calendar that is p u
blished
monthly in the
ma g
azine. It s much easier than sending a fax
or
a le
tt
er,
and your
event
will be
listed
almost
instantly on
EAA s website. For a couple
of
months, it will take a
bi
t l
onger
for the item to be
posted
on the Vintage
site. While you
can
still
submit
an event via
mail or
fax, the web -based method is
now
the preferred
way to get
your event the exposure you
want
. We ll
continue
to refine the presentation of
the
events on
the
web.
For
now,
all
events
are
posted in one
cal
endar, but in the
future
we will be able to sort
events by
type.
Let us know what you
think of
the
new system,
and start
planning
for a
great
fly-in
season
in
2003 .
The
following li
st of coming events
is
furnished to
our
r
ea
ders as a matt
er
of n-
formation only and
does
not constitute
approval,
sponsorship,
involvement,
con
trol or direction of any event fly-in,
seminars, fly mark
et,
etc. listed. To sub
mit an event, please log
on
to
www.eaa.org/events /e
vents.asp.
Only
if
Internet access is unavailable should
you
send the information
via
mail
to:,
Att: Vintage Airplane, P.O. Box 3086,
Oshkosh, WI 54903-3086. Information
should be rece
iv
ed four months prior
to
the
event date.
DECEMBER 21 Fort
Pierce
,
FL-
EAA
Ch. 908 Fly-In Pancake
Breakfast, Ft. Pierce
Int l
Airport. Info: 772-464-0538
or
772-461-7175.
J ANUARY
17-19 , 2003-East Lans
ing
,
MI-Great
Lakes Aviation
Conference. Michigan State U. Kel
logg Hotel and Conference Center.
Speakers include Capt. Al Haynes;
Pa
ul Bowen, aviation photogra
pher; Brian Finnegan, Pres. PAMA;
Bill
O Brien, FAA . See www.great
lak esa viationconference.com for
more info, or call 734-973-0106.
FE
BR
UARY 2 7-MARCH I-Mis
soula, MT-Montana Aviation
Conference, Holiday Inn, Parkside.
Workshops, seminars, nationally
recogni
ze
d speakers, trade show.
Info: Montana Aeronautics Divi
sion, P.O. Box 5178, Helena, MT
59604-5178. Phone 406-444-2506
or
fax, 406-444-2519, e-mail
MARCH 7-9-Casa Grande, AZ-45th
annual Cac tus Fly-In at Casa Grande
Airport. Info : wwwcactusflyin.org/
or
call
John
Engle,
480-987-5516
or
Dave Sirota, 520-603-5440.
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Candidates should have
B.S.
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in
Business
with
concentration
in Marketing, Management, General
Business
,
or Finance
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Minimum ten
yea
rs experience in
business or charitable organizations. Substantial expe
r
ience in successful fund
raising
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,
with superior
written/verbal
communication
skills.
Opportunity
to join the Museum's management
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legendary "living" aviation
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eroP
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nn er
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RA
FT INTERIORS
Parr Airport (421)
Zanesville, Ohio 43701
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'
Don
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compromise
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restoration
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VINTAGE
TRADER
Something
to buy
sell or trade?
Classified Word Ads: $5.50 per 10 words,
180 words
maximum
, with boldface lead-in
on
first
line.
ClaSSified Display Ads: One column wide
(2.167
inches) by
1, 2,
or
3
inches high
at
$20 per
inch.
Black
and white only, and no
frequency discounts.
Advertising Closing Dates: 10th of second
month
prior
to desired i
ss
ue
date (I.e., January
10
is
the dosing date for the March issue).
VAA
reserves the
right
to reject any adve.rtising in
conflict
with
its polides.
Rates
cover one inser
tion
per issue. Classified ads are
not
accepted
via
phone. Payment
must
accompany order.
Word ads may be sent via fax (920-426-4828)
or
e-mail
using credit card
payment (all cards accepted). Include name
on
card, complete address, type of
card,
card
num
ber,
and expiration date. Make checks payable
to
EAA. Address
advertising correspondence
to
EAA Publications ClaSSified Ad Manager,
P.O.
Box 3086, Oshkosh, Wl 54903-3086.
BABBITT BEARING SERVICE - rod bearings,
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Howard Hughes' Sprnce
oose
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
wouldn't have been
as
big a worry,
either.
The gargantuan Goose would have been
lighter
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shame
Poly-Fiber
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then. Timing is
everything, huh
Howard?
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e-mail: [email protected]
Visit the Website: www.mikeshangar.com
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NEW
MEMBERS
Gary M. Kennedy
Charles McMahan
james
O.
House
III
Gregory
R.
Swanson
Terry Davis
Timothy
M.
Ayers
Marti Ayers
Tod Dickey
Thomas
E. Drake
Vernon Franklin
Michael Friedrich
james
W.
Keaton
Sr.
Leo G Parent jr.
Robert Peters
LeRoy Peterson
Terry L Stark
Roger Tollefsrud
Bob Fowles
Paul Calaba
Robert Cope
joel Hall
Steven Hicks
David
P
Lombard
David Lowther
Inder Singh
j.
Mike Pustek
Matthew Shafer
Strother Purdy
Sr.
Harris Bowen
Douglas j. Clukey
Edwin
E.
Flow
Donald R. Frankenberry
john
Frank Lemond
Robert Lillard
David
W.
Mctighe
Real E. Perras
Valdez
AK
Gakona
AK
Saginaw AL
Huntsville
AL
Bismarck
AR
Glendale
AZ
Glendale
AZ
Phoenix
AZ
Scottsdale AZ
Arlington
AZ
Phoenix
AZ
Peoria
AZ
Phoenix
AZ
Phoenix AZ
Mesa
AZ
Tucson
AZ
Mesa
AZ
Abbotsford
BC
Northridge
CA
Bakersfield CA
Venice CA
Linden
CA
Soquel
CA
Carlsbad CA
Woodside CA
Thornton
CO
Littleton CO
Bridgewater CT
Weirsdale FL
Winter Haven
FL
Orange Park
FL
Deleon Springs
FL
Havana
FL
Crystal River
FL
Cape Coral
FL
Zephyrhills
FL
jeff Adair
Shreveport
LA
Leonard Parmley
Ponchatoula
LA
Paul Wright
La
Combe
LA
Barry
T
Hynes
S Boston MA
Chester Piolunek Jr.
Severn MD
Charles
T
Dupuis Saco
ME
Bruce
E.
Lewis
Gorham ME
David Trucksess
York
ME
john
Feldvary
jackson MI
Albert E. Schiffer
Ovid MI
john B.
Busse Deer River MN
Hugh Faville
Roseville MN
Dean K. Knutson Golden Valley MN
Adam james Leonard
Rochester MN
Charlie Green Springfield MO
Randy Reed
Kansas City MO
William Carson Cornelius NC
Thomas W.
Glasgow
Ashville NC
Hep Porter
Gardnerville
NV
Karl Kunze
Pittsford NY
john
Panoski Scotia NY
Birdie
Saurenman
Water Mill NY
Dale
E.
Hanlin
Brunswick OH
Louis Leet
Centerville OH
Chris Pirrmann
Cincinnati OH
Patrick j. Schmeltz Bowling Green OH
Brett
S.
Frazier
Bend OR
Chester Gilliam
Rogue River
OR
Andrew
Conner
Unionville
PA
Gary Schlegel
Palmyra
PA
Rodney Ouzts Pickens
SC
Marcia Lynne Barnes Mountain City TN
Ernest
B.
Betancourt
Lascassas TN
james Cowley
Sulphur
Springs TX
Robert D.
Garnett
Marion TX
Faye Hamilton
Weatherford
TX
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VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Vice-President
Espie 'Butch'
Joyce
George Daubner
p,O
,
Box 3S584 2448 Lough
Lane
Greensboro,
NC
27425
Hartford,
WI 53027
336·668·3650
262·673·5885
wind
vaaflybo
y@
msn.com
Treasurer
Secretary
Charles
W. Harri
s
Steve Nesse
7215 East 46th SI.
2009
Highland
Ave
,
Tulsa
,
OK 7414
7Albert
Lea,
MN
56007
918·622·8400
507·373·1674
DIRECTORS
Steve
Be
nder
815
Airport
Road
Roanoke,
TX 76262
817·491·4700
sstl ()()@worldnet.att.net
DavId
Be
nnett
P,O
,
Box 1188
Roseville
,
CA
956
78
916·645·6926
John Berendt
7645 Echo
Point
Rd,
cannon
Falls,
MN
55009
507·263·2414
Robert C. "Bob" Brauer
9345 S
Hoyne
Chicago, IL
60620
773·779·2105
Dave Clark
635 Vestal
Lane
Plainfield, IN
46168
317·839·4500