Vintage Airplane - Jan 2003

8/20/2019 Vintage Airplane - Jan 2003

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2/40

VOl. 31 , No. 1

2

VAA

NEWS/H.G.

Frau tsch y

4

FRIENDS

OF

THE RED BARN

5 JOHN MILLER RECALLS

...

LET

THE

INVENTIONS

CONTINUE

Jo

hn

M.

M

i ll

er

6

THE TINKERER'S TUG

SOMETIMES

A

PROJECT DISTRACTION CAN

KEEP YOU MOVING FORWARD

Gary Co

n

tner

8

PREFLIGHT

Ka

ti

e Sch

ul

tz

10 PASS

IT

TO BUCK/Buck Hilbert

12 THE VINTAGE INSTRUCTOR

COMMUNICATION

Doug Stewart

13

WEEDEN'S REARWIN

DOING

IT

THE

HARD

WAy/Bu

dd Davisson

18 TYPE

CLUB LIST

25

CALENDAR

26 CLASSIFIED

ADS

28 NEW

MEMBERS

3

VAA MERCHANDISE

JANUARY 2003

Due

to

n error

m de

t the printer, the Sport

Pilot Newsletter was omitted from last month s

issue. t is included

in

this issue. We apologize

for ny inconvenience.


3/40

ST

IG

T c LE

L

I really hope

that

everyone had

a great

holiday

season and

got to

rest

up

some

after

Christmas

day.

t always seems to me that after

Thanksgiving

the days are always

filled

with

something

to

do all of

the time.

t

also seems

to

wear you

down as you grow older

This

year I added

some

extra

work

to

an

already busy

Christ

ma

s

time schedule.

I

have

been

busy

remodeling the house

in

which

I was raised . This

entailed,

of

course,

having

to purchase

a

nice

woodworking

shop

over

the

past several years.

This year, I decided to make a

rocking horse for

my

granddaugh

ter, Georgia

.

She's my

oldest

daughter 's little girl. After all, I

have all of the tools needed

After I got started, I have

to

ad

mit

I've

never seen so many

wooden pieces come from so

many

2 by 12s. I

finally decided that

I

should have built her an airplane

As

I worked

on

toward Christmas,

it

looked

like I would

only

make

my Christmas deadline by

burning

some midnight oil.

Then

the

call

came. Wendy

(Georgia's mom) and

her

family

Y

ESPIE

BUTCH

JOYCE

PRESIDENT

,

VINT GE SSOCI TION

pecial times

year will fly by at record speed, be

cause it will be filled with all kinds

of

specia

l

events celebrating

the

100th anniversary of sustained,

controlled, powered flight.

The EAA will be

at

the

center

of

m u

ch

of

the

ce l

ebration

. EAA's

Countdown to Kitty Hawk,

pre

sented by Ford Motor Company, is

going to be quite special. A center

piece of

the Countdown's

pavilion

This year

will

fly by

at record

speed

because

it

will be filled

with all kinds

of

special

events

will be the

Wright

lyer reproduc

tion being

built

by Ken Hyde and

the Wright Experience

under

con

tract with EAA. The engine is being

The Wright reproduction engine

they are building is to run for the

first time this

month.

The

com

pl

eted

Wright

l

yer will have its

first public viewing

in

the Count

down to Kitty Hawk pavilion

this

spring at Lakeland, Florida, during

the

Sun

'n

Fun

EAA

Fly-In.

Want

proof that the year will fly by? Sun

'n Fun is

just three

months way

And

EAA AirVenture Oshkosh is

just three more months after that.

Whew

January

is the

kickoff month for

our

2003 Friends of the Red Barn

campaign. Last year, we had great

support

for

this worthy

program

from a number of our loyal mem

bers . I

really thank

everyone for

helping our effort to

improve

the

Vintage area of

the

convention.

For more information

on

this

year's campaign, please see page 4.

We welcome any suggestions

that

you may have

to

improve

the

Vin

tage area of

the

convention


4/40

5

N T I O N L I R

TOU R

P L NS M O V E F O R W A R D

To rekindle memories of aviation's

to get

as

many of the flying Ford

Tri

We're

hoping to

get a Boeing 247

golden age and promote civil avia Motors

in the

U.S.

to

go on this

and a Sikorsky

S-39

being restored by

tion's progress over the past century

trip,

said tour

leader and well

DickJackson, Herrick

continued.

the Aviation Foundation of America

known aircraft collector Greg

Also likely to join

the

tour are an

S

(AFA) will re-create the National

Air

Herrick

(EAA

402961). While

no

one

38, a DC-3,

two

New

Standards,

a

Tour September 8-24, 2003. Held be

is

contractually

obligated, Herrick

Stinson

high-wing

Tri-Motor,

and

tween 1925

and

1931,

the

original said AFA has

three

firm Tri-Motor

Herrick's low-wing Stinson Tri-Motor

tours departed from Ford

Airport

commitments, and

it's possible all , if its restoration

is

finished in time.

now the

Ford

Motor

Co.

proving

six flying Fords will join the tour.

This

is

a grass-roots effort. People

grounds-in

Dearborn, Michigan. A Of all

the aircraft that partici

are volunteering their time, their air

pioneering aviation company in its

pated in

the original tours, 22 are

craft

and, at this point, their

own right, the automaker bankrolled

still

on the FAA

registry (including money, Herrick said.

If

sponsor

the

tours to demonstrate air travel's the

Monocoupe

110 on

display

at

ship

is not

secured, volunteers will

safety and reliability.

the

EAA

AirVenture Museum, which be prepared

to

pay

their own

way,

Participants in the 2003 National flew

in

the

1930 tour). Only two of

food, fuel, and lodging. It's a huge

Air Tour competition will vie for the

them

still fly: Herrick s

Paramount

dedication

on the

part of those par

Edsel B. Ford Reliability Trophy. De Cabinair and Steve Pitcairn's PCA-2.

ticipating, but

we're

working on

parting from

Dearborn

, they will

Ed

Marquardt is restoring a Buhl

C

resolving

the

financial burden (with

trace

the route

of

the

1932 tour

, 3C

that

flew the tour,

and

it may be

sponsorship)

as

best

we

can.

which didn't take off because of

the

ready to participate in the 2003 tour.

Herrick said

he's working

with

Depression. Visiting 27 cities

in

16

AFA is

now seeking aircraft repre

the Vintage Aircraft Association to

days, the tour will cover some 4,000

sentative of

those

that flew on

the create

a

presence at

EAA AirVen

miles. AFA s goal is to recruit 25 air

original tours,

such as Travel Air, ture

Oshkosh

2003

to create

planes

that

participated

in

the

Waco, Curtiss, New

Standard,

and

interest

and

awareness of

the

tour.

original tours or represent

the

air Eaglerock,

among

others. Also

For

more

information, including

craft that participated.

sought are aircraft

that

illustrate the

the tour

schedule and its stops,

We've been working diligently progress of aviation over

the

years.

visit

www nationaiairtour org

NOM IN T IONS FOR E DIRECTORS

Pursuant to the directive contained in EAA s articles

of

incor Class II Directors

poration and bylaws, the president has appointed the nominating John Baugh

Bob Reece

committee

to

receive nominations for Class

II

Directors (three Jack Harrington

Alan

Shackleton

year terms) to replace those whose terms expire during

2003,

Verne

Jobst

and for one Class III Director (one-year term)

to

fill a vacancy

Nominations for these positions shall be made on official

caused by the death of

an

incumbent.

nomination forms, available from EAA Headquarters, c/o Tom

The nominating committee consists of six members in good

Poberezny, P.O. Box 3086, Oshkosh, WI 54903-3086, or e-mail

standing: Chairman Ron Scott

N8708

Sky Lane, Rt. 1, East

jreader@eaa org Nomination

petition

shall include a

recent

Troy, W6305 Peninsula Court,

photo

of

the candidate and contain a brief resume

of

his or her

http:///reader/full/www.nationaiairtour.orgmailto:[email protected]:///reader/full/www.nationaiairtour.orgmailto:[email protected]


5/40

E A A S P O R T A I R T E A C H E S A I R -

CRAF T CO NST RUCT I O N

f

you re thinking about

building

or

restoring an

air

craft, learn

how at an

EAA

SportAir Workshop. Workshops

cover

the

gamut of

needed

skills

in

all

construction

meth

ods-from

sheet

metal

and

composites to

welding, wood

work,

and

fabric

covering-to

aircraft-specific courses

such

as

the

RV

workshop.

EAA

SportAir

Workshops

provide

all the needed tools

and

materials.

Just bring

your

willingness to learn.

EAA

Sport

Air

instructors

are

among

the

best

in

their fields. Gas welding

instructor

Richard Finch has

published

two

must-have

books,

Performance Welding and

Welder s Handbook, and shares

every SportAir

instructor s

de

sire to help

students

develop

their skills.

Depending

on the

course, tu

ition

for

EAA

members ranges

from 99

to

359. For more in

formation,

or to

enroll,

visit

www.sportair.com

or call 800-967

5746.

See

an abreviated schedule

list

in

the ad

on

page 24.

E A A A I R V E N T U R E

2 3:

1 0 0

Y E A R S

O F

P O W E R E D

FL I GHT

The world's largest general avia

tion

gathering-EAA AirVenture

Oshkosh-will celebrate

powered

flight's first

century

from

July

29

2 0 0 2 VOLUNTEERS OF THE YEAR

During each

EAA

AirVenture Oshkosh, hundreds of volunteers spend

part of

their convention helping their

fellow members. They

might

be

carefully guiding airplanes

to

their parking spots, or perhaps serving up

a cool drink. They could be

manning

a sales counter, or signing up new

members. Wherever

they

are, we do

our

best

to

acknowledge their con

tributions. Each year, we highlight these volunteer efforts by presenting

the

Volunteers of the Year awards.

Congratulations to our

four volun

teers of

the

year,

and thank

you

VAA Director Steve Nesse, left, presents Clair Dahl is presented his Meritorious

the first of two new Meritorious Service

Vol

-

Service award

by VAA

Vice-President

unteer awards to Craig Baumgardner.

George Daubner.

Clair and Craig were key volunteers for the launch

of

the

V Tall

Pines Cafe, which

served more than

2 500

breakfasts during EM AirVenture.

The Behind the Scenes Volunteer of the

Year

award went

to

the

VAA

s information

booth ace, Sandra Perlman. Sandy (right)

listens

as

VAA

administrative assistant

Theresa Books helps present the award.

Aluminum Overcast Needs

B-17 Bomb Bay Gearboxes

The Flight Line Volunteer of

the

Year,

Thomas

Taylor,

gets some good-natured

rib-

bing from

his

father-in-law, Buck

Hilbert

,

(center) while

V

Director Geoff Robison

looks on.

G A L L O N S

OF

A U T O F U E L

http:///reader/full/www.sportair.comhttp:///reader/full/www.sportair.com


6/40

VAA s Friends

of

The

Red

Barn

VAA 2003 Convention

Fund

Raising

Program

The Vintage Aircraft Association

is

a major partici

irplane

magazine,

and on

a special display at

the VAA

pant

in the

World's Largest

Annua

l

Sport Aviation

Red Barn.

You

will also be

presented with

a special

Event - EAA AirVenture Oshkosh! The Vintage Divi name badge

recognizing your

level of

participation.

sion hosts

and

parks over 2,000 vintage airplanes each

During AirVenture, you'll have access to

the

Red Barn

year from the Red

Barn area of Wittman Field

south

to Volunteer Center, a nice place

to

cool off.

the perimeter of

the

airport. Gold Level

contributors

will also receive a

pair

of

The financial

support

for the various activities

in

certificates

each good

for a flight

on

their

choice of

connection

with

the

weeklong

event in

the

VAA

Red

EAA's Ford

Trimotor

or

New

Standard

Biplane,

re

Barn area has

been

principally derived from

the

Vin

deemable during

AirVenture

or during

the

summer

tage

Aircraft

Association s

general income

fund. flying season at Pioneer Airport. Silver Level contribu

Starting

in

2002, the Vintage Board elected

to more

tors

will receive

one

certificate

for a

flight

on

their

properly underwrite

the annual

Vintage

Red

Barn area choice of

one

of

the

two planes.

Convention activities from a yearly special

conven-

This is a grand

opportunity

for all Vintage members

tion

support fund. This effort

is the

VAA's "Friends of to join together

as

key financial supporters of

the

Vin

the Red

Barn" program. tage Division. I t will be a

truly

rewarding experience

This fund raising program

is

an annual

affair, begin for

each

of us as individuals to be

part

of

supporting

ning

each

year on

July

1

and

ending June

30 of

the the finest gathering of Antique, Classic,

and

Contem-

following year. This year's campaign

is

well underway, porary airplanes

in the

world.

with contributions

already arriving here at

VAA

HQ. Won't you please join those of us who recognize

the

Our thanks

to those

of y

ou who

have already

sent in

tremendously valuable key role the Vintage Aircraft Asso-

your 2003 contributions. ciation has played in preserving the great grass roots and

You

can join in as well . There will be three levels of

general

aviation

airplanes of

the

last 100 years? Your

gifts and

gift recognition:

participation in

EAA's Vintage

Aircraft

Association

Vintage Gold Level - $600.00

and

above gift Friends of

the VAA

Red

Barn will help insure

the

very

Vintage Silver Level - $300.00 gift finest in AirVenture Oshkosh Vintage Red

Barn

programs.

Vintage Bronze Level - $100.00 gift For

those of you who wish to contribute, we'v

e

Each contribution at one

of

these levels entitles included a copy of the

contribution

form. Feel free

you to a Certificate of Appreciation from

the

Division.

to copy

it

and mail

it to

VAA

headquarters

with

Your

name

will be listed as a contributor

in Vintag

your donation. Thank

you.

2003

VAA

Friends of the

Red

Barn

Na me

____________________________ __________________

EAA#_______________ VAA#

______________

A

ddres

s

______________________________________________________________________________

____

__

Ci y /State/Zip

_____________________________________________________________________________

__

Phone_____________________________________

E-Mail

__________________________________________

_


7/40

JOHN

ILL ECALLS

Let

the

inventions continue

JOHN M MILL R

At a mere 4 years of age, in 1910,

when I saw Glenn

Curtiss

fly in his frail

bamboo and cloth biplane kite, I lost inter

est

in becoming a steam locomotive

engineer. By 18 I was flying a World War I

Jenny,

hopping passengers, barnstorming.

No regulations or

certificates

then. All

through the years, flying water-cooled and

rotary engines, diesel and gasoline radi

als, turboprops and jets, and still flying at

97, I have seen a helluvalotta wonderful

advances, with many more

to

come. In

1923, when I started flying in the only air

craft available,

WWI

surplus open-cockpit

biplanes, we had not the slightest suspi

cion that in less than 40 years

we

would

be casually flying across the Atlantic in six

hours with a hundred or more passengers.

Any suggestion

that

airplanes would al

most completely replace the railroads and

steamships for worldwide travel would

have

marked us as wild, daffy visionaries.

Right now we are nearing the technol

ogy

for trajectory travel across·oceans,

with air-breathing engines to put the vehi

cles into trajectory

. That would take us

from New York or los Angeles to Australia

or Japan in about an hour. Visionary?

Okay, have it your own way, but

don t

go

away

grumbling. Back

in

1910

, the Wrights

and

Curtiss could not conceive of what we

have now been doing for decades and

would have laughed at such ideas.

However, let us look at what we need

now and

in

the nearer future. Although

avi

recovering those boxes from the wrecks.

There will

be

failures.

Of

course the boxes

have shortcomings of their own, although

they are being improved.

Better technology actually exists and is

in everyday use in ocean-going

surface

vessels. Don t reject

it because of the

Triple-O Syndrome: origination outside the

organization (my definition) . Some ships

are in constant satellite info-telemetry with

their home offices, from all over the world.

The

home office has a constant readout

and recording of every item of information

of

any use, such as engine rpm, bearing

and oil temperatures, fuel consumption,

speed, course and location, as well as

sig

nificant weather, via

satellite.

I know

of

one huge trans-Pacific container ship that

has its entire control from the bridge with

only 12 men in the crew and with its en

gine room vacant and locked. The

company

office

has a

constant

readout

and

computer record of all going on

in

real

time. I am confident

that

such a system

can eventually replace or enhance the

black box system.

What is more, because of the constant

increase

in

airline traffic density at major

terminals ,

it

will be possible to radio-re

mote control the aircraft accurately during

departures

and

approaches from a traffic

control system located on the ground . It

would then be possible to get more air

craft in and out of the areas than with the

present manual control of the aircraft. I re

remote control on the Moon or on Mars,

they

can be

made

at

ATl,

LAX,

or JFK.

Another thing that must be developed

is a solution to the problem of anti-icing on

helicopter blades. It seems to me that this

problem has

been

neglected.

The

old

method of landing and knocking the ice

off

with a stick has to go. Surely a lot of effort

should be applied to this problem.

As

for powerplants for general aviation

aircraft, flying at the lower altitudes, the

diesel engine shows much promise so

that jet fuel

could

be used. I flew the

Packard and Guiberson

diesels

about

1930. At that time the Packard estab

lished a nonrefueling endurance record

that stood for many years until after World

War II. There are diesels in development

now. The Wankel type engine is neglected

and should be developed. It is inherently

uncomplicated, light, smooth, has a low

frontal area , and can be designed for ei

ther gasoline or kerosene.

The helicopter has been a phenomenal

development since WWII but a disappoint

ment for private aviation because of cost. I

was flying autogyros as early as 1931,

and one could

jump

off, land at zero

speed , be driven home

on

the road, and

put in the garage.

It

is

an

inherently safe

aircraft that cannot stall. With a dead

en

gine I landed one in a cemetery without

chipping a gravestone. It would have been

a disaster in an airplane. I believe that the

autogyro has more promise for ordinary


8/40

THE TINKERER'S TUG

Sometimes a project distraction can keep

H

omebuilders and restorers

recognize some of

the

words that other non-avia

tion types use

to

describe

them.

Nuts.

Goofy. Idiotic. Psychotic .

Crazy. However, they seem to miss

the

most

descriptive adjective

of

all.

ink rer

Any restorer

or

home

builder reading this knows exactly

what I mean. Every aircraft project

out there has at least one little in

novation that has been agonized

over,

and

over,

and

over.

Ma

ybe we

use a little tinkering

to

distract our

thoughts

temporarily

from the te

dium

of a long, drawn-out project,

or perhaps

our

creativity can only

be stifled so long before another

idea begs for a little

attention. Re-

gardless of

the

reason we

tinker

,

every now

and then

a

good

idea

is

given life.

Pictured here

is

a tug that I built

to

ease

the

process

of

g

etting

my

aircraft in and

out

of

the

hangar

photo

1). Notice

that the tug

is

built in

the

form of an

attachment

for a Steiner four-wheel drive trac

tor. Most of

you

are probably

not

you movin forward

GARY CONTNER

O.D .

right positioning of the

tug on

the

tailwhee

l without

any forward

motion. This feature

is t h e pri

mary reason that this tug works so

effortlessly.

The tug is very simple

and

con

sists

of

two arms

3-1/2 by

1-3/4

steel light wall

tubing),

which

ex

tend forward approximately 3 feet.

The left

arm is

welded

to

t

he

basic

frame,

and

the forward face of this

arm

is

concave

so that

it can

be

driven up against

the

rear face

of

the

tailwheel. The right arm pivots

near the front of the tractor,

al

l

ow

i

ng

t h e

forward

e

nd to

be


9/40

opened

toward

the

right.

Opening

is

accomplished by

pulling the

ac

tuating

rod from

the

tractor

seat,

which causes a bell crank to pull

the right

arm open. At this

point,

the

tractor

is pulled

forward until

Mine

is

set

up

for

my

RV

-4

and

for

my

'56 Pacer. The Pacer has a Scott

tailwheel that

is

larger in

diameter

and

thicker than

the RV s wheel. I

made a removable

shim

to

allow

for

this

extra thickness

(photos

5

Allow

me

to

finish

with

a

word

of

caution

to all of you

tinkerers

out

there. A successful

tinkering

project really

catches

people's

eyes,

sometimes

dis t

racting them

from

other things.

Quite a few


10/40

T

he old white and blue ay-

lorcraft speaks to me in its

preflight.

The tailwheel

rope is soft and wet from

the dewy grass; I kneel to untie it,

and I pound a

little

on the sheet

metal cowl to line up the holes. With

a click, they are secure again.

The

sun is getting higher now,

warm against my cheek

and

stirring

the wing strut and stuff my

back

side in through the angled door on

the

left side of the cockpit, hoping

this is

the

most awkward moment I

will suffer through during today's


11/40

"Pull'er through a

few

times, Don,"

calls Armond from beside me.

"Switch off?" asks Don.

I look at the key. "Switch off."

"Brakes?" asks Don.

calves are beginning to twitch.

"Okay, she's hot " calls Armond .

"Brakes?"

"Brakes "

With one mighty

swish, Don

pulls the propeller down, the mag

netos clink, and with a puff, the stiff

Continental awakens.

Don

jumps

off to the side, his white hair blow

ing, and gives me a good-luck wink.

He knows I need it.

The old

girl is

still

sleepy. She

sputters a little, so Armond gives her

another shot

of

primer and

tugs at

the carb heat knob. The scent of old

grease swirls through the cockpit .

The oil pressure gauge slowly comes

alive. I

think

the temperature needle

is moving a little no, maybe not.

The gauges

on

the simple panel have

an almost beautiful patina; I'm sure

they'd

polish up

nicely, but then

their character would disappear.

Armond clicks a long fingernail

against

the

temperature gauge. "It's

gotta get up to

75

degrees, see." He

turns the altimeter knob so it reads

700 feet. I

can

relax

my

feet from

the brakes; there isn't enough power

yet to move the wheels out

of

the

soft hollows they sit in.

We

sit there

a few minutes,

the

engine's lifters

and magnetos clicking, still protest

ing the cold. There is

no

dialogue

between us; the dew is gone off the

windshield

now,

and

the

sock

is

looking a little stiffer. He adjusts his

hearing aid.

"Okay, Katie, give her some throt

tle

and

taxi

over

to

the runway.

I

obey, cracking the

knob

a little at

right a little. Pull the carb heat again

and see if the rpm needle moves.

My

calves ache again; pull the throttle

back

to

idle

and

relax

them.

Move

the ailerons,

then

the elevator; even

though

I can't see it move, it feels

okay. The sun is bright and hot on

my face. My hands are a little slip

pery

on

the wheel. The oil

temperature gauge reads 75 degrees.

"I think

we can go now," says

Ar

mond.

I

nod,

give

her

power,

gingerly press the right rudder pedal,

and motor up the em bankment to

the sad runway. The plane feels like

it's tipping over, but I know it won't.

I nudge

the

tail around and point

the

nose

down the

runway. I

can't

see the horizon over the cowl, but I

know it's there. A knot grows in the

small of my back. I look at Armond.

"Give it a try. Turn the wheel into

the wind a little." His wrinkled

hand

lifts the wheel a bit to the left. I grip

my wheel

a

little tighter and

wipe

the sweat from my other palm.

Take

a breath and slowly push the throt

tle to the stops. The old Continental

roars.

The

grass

starts rolling

be

neath my

window. My neck

stretches as I try to peek over

the

cowl. I

hold

the wheel tight to

the

panel until my arm hurts, and when

the tail is up and I can see the trees

at

the end of the runway, I sit back

down in my seat and begin to relax.

The barrels

marking the runway

edges speed past the window, and I

press my toe a little against the rud

der

to

keep her straight. The plane

begins to skip; she wants to fly Gen


12/40

P SS T TO

BUCK

Y E.E.

"BUCK" H

IL

BERT

EAA

#21

VAA #5

Have you ever

had

a forced land

ing?

Was

it

a

piece

of cake or a

luck-out?

In all my flying of old airplanes,

now

considered antiques, I've

had

five.

I

was

lucky; I didn' t even

scratch

anything. I

could chalk

it

up

to the way I learned

to fly

but

the

fact

is in

all

of the

five I was

in

a position to put it down safely,

with a little luck,

and

not hurt my

self,

the

airplane, or

any

persons or

property.

The forced landing I wrote

about a while back,

"Landing

a

Stearman in

the

Desert," was the

only

one

while

in

the

service. The

other

four were

all incidents, as

no damage resulted.

Let's

go

back to 1938 when I

was first introduced to the won

derful

world of airplane flying.

We had a great variety

of engines

in those

days.

There were still

some

of the

old Curtiss OX-5s fly

ing, some J-5 Wright Whirlwinds,

a

couple

of LeBlonds,

and

a

Warner. I also

remember

one

Gypsy-powered Travel Air. Then

there were the 50-hp Lycomings,

P O

Box 424,

UNION,

IL

6 18

Forced

landing

mind when you

were out of

the

pattern. You found

yourself sizing

up

each

and

every field that looked

suitable for a

landing,

and plan

ning

in your

mind

how

you'd set

up

a base leg

and

get down.

marvel at how

the old-timers

managed

to go

cross-country

and

make

it

when

was

taught

that you

never

could trust that

engine

. . .

For many

of

the early years, the

engines held back the develop

ment of the airplanes. Engines

complishment unheard of.

But let's review

how the

training

went

back

in

those days.

First

on

the

list

was, "Fly

the

plane " Practice

of

the four funda

mentals (Climb, Turn, Straight

and

Level, and

Glide)

was

really em

phasized,

and

flying

using the

attitude

system was

the norm.

Since all we

had

were taildraggers,

the

landing attitude and

the climb

attitude were always

about the

same: the

three-point landing

atti

tude. Climb was

with

full throttle,

and IS-degree banks were used for

climbing turns.

The glide was with the wing flat

to

the

horizon and

maybe just

a

little down. And turns were either

30 degrees

or

forty-five degrees in

reference to the horizon.

The rectangle pattern, S-turns

across the

road,

and eights


13/40

death. I f you

were

headed

for an

obstacle you

couldn't

avoid, it was

impressed on you to take it on

the

wings.

f

the

obstacle

was

trees,

you went between them

and let

the wings soak

up

the energy-and

tried

to

keep from

having

the

en

gine for lunch. This was gospel for

any forced landing.

Now

you

Navy

guys keep your

cool; we flatlanders were

nowhere

near water, so we

had

a

much

dif

ferent outlook

than

the Navy.

Whenever Navy pilots

had

a prob

lem

they

headed for water. On the

other hand,

we

landlubbers went for

the terra firma. The more firma the

less terror,

was

the saying.

Again,

the training

was

know

your airplane and

fly

the

air

plane. Get the nose down,

establish a glide,

and then

look for

a

solution to your problem.

Fuel?

Switch? Carb heat. Gauges. Do

what

you could to assess

the

prob

lem,

but

don't forget, you have got

to land.

All

approaches in

those

days

were I80-degree side

approaches,

power off.

In

some

cases a 90-de

gree side approach, power off.

All

were

to

a precision spot.

That

was

no big problem. We always were

within

glide

distance of the

place

of

intended

landing, and since we

practiced

the

ground reference ma

neuvers, we

knew

where our key

pOint

was. From

that

point we

could and would make the spot.

All

landings were from that key

position. f you were ginning

left of our position

for

an

entry

onto a base leg

and

a landing.

I f we were

lower than that

and

crosswind,

then

we were

already

on

a base. There

was only one

thing

to

do-land the airplane.

With

as many variables

as there

are

in

flying

an

airplane, keeping

some of the

basics in

mind

helps. Being aware of

the wind

di

rection

is

a must. Knowing

the

feel

of

your airplane in

a

normal

power-off glide

is another.

Know

ing

how to

make a

ground

track

is

essential. Forget

the

electronic

gadgets in

the

cockpit.

You

are about

to

be the very

first

at the scene

of

an

accident

if

you blow

it,

so make

it

an

inci

dent. Fly

your airplane,

put it

where

you

want to

put it, and

worry about the paperwork, the

reporting,

the

radios, and what

other

people

think

after you get it

on the ground.

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14/40

ommunication

In

cooperation

with NAFI the

National Association

Flight

Instructors a

new

column

is be-

ing

added

to Vintage Airplane.

Please welcome Doug Stewart a

NAFI

Master

Instructor

who

flies

out ofGreat Barrington Massa-

chusetts. Doug regularly

instructs

in a Piper PA-12 Super

Cruiser

and

has

given

more

than

6 500

hours

of

dual

instruction.

-Editor

O

perating out of a nontow

ered airport, as I do, I get to

hear all kinds of

things

over

the UNICOM frequency. And from

what I hear, one would think that

CTAF

stands for can talk away for-

ever." Pilots from near and far seem

eager

to push the transmit switch

and talk incessantly. But it seems as

if very few spend

any

time listening

before

they

talk.

As

you might

tell,

our

subject is

communication. In particular at

non

towered

airports,

or anywhere

else

that

a common traffic advisory

frequency (CTAF)

might

be

used,

DOUG

STEWART

NAFI MASTER INSTRUCTOR

Yet

how

often it is that we

hear

over the UNICOM frequency, "Hey,

Podunk

Airport,

what's the

active

today?" Unfortunately, this has just

been preceded by

three

pilots an

nouncing a departure, a

downwind,

and a final for

the

runway in use. t

kind

of

makes me understand how

my wife feels when she says, "Doug,

you

' re not listening.

f

all pilots

would just monitor the CTAF for a

few minutes

prior

to making their

call,

listening

to

the frequency

would answer many questions,

and

free up somewhat what

are

often

very crowded frequencies. So please,

listen before you talk.

Another

thing

that I notice all

too often is that

many

pilots iden

tify themselves with nothing more

than a tail number. In the

towered

environment this is essential. With-

out tail numbers , how

else

could

ATC provide and maintain separa-

tion? But in nontowered airspace all

I can think is that if I am close

enough

to you to

read

your tail

number,

then why have we not

briefed each other on this forma

tion flight? Or

perhaps

you're

Chuck Yeager and can

read tail

numbers from a

mile

away. Know-

three-dimensionally. When I

hear

pilots announce that

they

are

three

out,

inbound,

I can 't help

but

won-

der, Out where? Out to lunch?"

Remember that when tower con-

trollers

ask

you to report three

out," they already know from which

direction you are

approaching

their

airport. Here's

what

would be

much

more helpful as a position report to

the CTAF

of

a

non

towered

airport:

Podunk traffic, red and

white

Su-

per Cub, three to the west (be sure

you

are to the west of the

airport

and not

vice versa) ,

inbound

for

landing, descending out of 3,500

feet, Podunk traffic. This way I

know

where you

are

three-dimen

Sionally, and further more, I have a

sense

of

how soon before you get to

the traffic pattern.

Remember, the whole purpose of

common traffic advisories

is

to aid

all pilots in the effective practice

of

"see and avoid" collision avoidance

and separation. To this

end

it be-

hooves

us all

to

be

accurate in

the

reporting

of our

pOSition.

On

what

are sometimes extremely congested

frequencies it is important to

be

short, sharp, and simple. This is not

the

place to ramble on. Remember,


15/40


16/40

more people can relate to because

it wasn't glued together with cash.

t was

fashioned

from equal

amounts

of passion

and

determi

kid.

As

a line boy, I worked for five

dollars a week and one hour of dual

in

a Cub, but

most

of

the

time

the

airplanes were too busy, so I didn t


17/40

There was exactly one air-

plane based there.

He went to work for Bill

Knight at Knight Manufac-

turing , and

it

was pure

happenstance that Knight

and

Kent

joranlein were

rebuilding

a Taylorcraft.

That

was

one of

the

ways

Dick

got back into avia

tion;

he became the

A&P

mechanic on the project.

By the early

1970s

in

terest in

sport aviation

began to rebuild in the

area, so I

helped

form

Chapter 431

and

served as

its first president.

s

Dick describes it,

he

had always

been into

vin-

tage airplanes-except that

when he was

first

turned

on to them, they weren't

vintage, th ey were

just

used.

The interior of the Rearwin shows the same pride

I started out with the

of workmanship

Dick

put into the exterior work

little tailwheel

airplanes

and stayed with them .

and shoes. It

was

1976 before I fi-

Then, one

day

I looked

around and

nally got my private certificate. realized I was a vintage

airplane

guy

By the time Dick got his

certifi

and didn't even realize it. I hadn't

cate, he had been living in

Brod changed, but

the

world sure had.

head for a few years. Today Brod

s

he

got

back

into

aviation, he

head is known as a sport/vintage

decided he

wanted

a true antique

aircraft

haven

, but it hasn't always

airplane,

something made

in

the

been

that

way. 1930s,

because

he

still

saw

most of

When I

moved

up there

in '69 the

postwar airplanes

of

his

youth

as

it was a dead airport. Totally dead. used airplanes.

The 7 hp LeBlond motor is pretty

rare, but a round engine was top

of

Dick s list in desirable features for

Dick Weeden is thrilled to aviate

in

the Sportster, which


18/40

I

didn't start out

looking for a

Rearwin, but I knew I wanted a

round motor. Also, there were some

financial

constraints, so I knew I

couldn't handle the

bigger

round

motor airplanes.

He

found

a really

tired Rearwin

Sportster

with

a very

usable

70

hp

LeBlond and along with partner Bud

Lebarre parted with $1,500

for

it.

We bought t from Vi Kapler,

who

was an associate

of

Bernie

Pietenpol,

Dick

recalled.

I

later

bought out Bud's half. He was build

ing

a

Hatz

and already

had

a

Luscombe

and

felt

he didn't

need

three airplanes.

The

Rearwin was a pile of

parts

in a hangar

on

Pietenpol field,

and

there

was a

much better Funk in

only

one

wing,

and

that was only

good for patterns, although the fit

tings for both wings were there. The

tail

and

landing gear were included,

but they

were really rusty,

and the

fuselage had buckshot dents in vari

ous places.

liThe good news was

that the

air

plane was cheap. The bad news was

that the airplane

had

no paperwork.

The lack

of paperwork put him

on

a detective trail to try and gener

ate

a legal

pedigree

that the

F

would recognize

and

would

allow

him

to

certificate

the

airplane,

when

finished.

I

had

the N number, so I

ran

backwards with it and

found

the

last

registration had

been

to

three

brothers named Andrews in Bay

prised

him,

but it

was obvious

he

was going to need more

than

just a

little

patching up.


19/40

Light Sport Aircraft

portunities for

them to own or rent

aircraft. ----------------------------.

port Pilot/Light Sport

Aircraft at a Glance

Just heard

about

the sport pilot proposal?

Here's a quick review

of what

the

pro

posed rule offers. First, the proposal would

establish a new pilot rating to be called

sport pilot,

wh

ich

would allow

such

pi

lots to operate

in

day, VFR (visual flight

rules) conditions flying lightweight air

craft.

This

will

make

access

to flying

eas

ier for

the following reasons:

1 New pilots seeking asport

pilot certificate

will

be

able

to

learn

how to

fly powered

aircraft

(fixed-wing airplanes, weight-shift

trikes,

powered parachutes, gyroplanes,

orairships)

in

as

little

as 20 hours of flight

instruction, or

10

hours for unpowered

gl

i

ders, saving

both time

and

money.

All

time logged as a

sport

pilot can be

applied

toward higher ratings.

2.

Sport pilots

will be able to use avalid

dri

ver's

license

as their

medical

certification,

eliminating

the expense

required to

pass

an FAA medical

exam.

3. Private

pilots

or higher can

fly any

light

sport

aircraft

in

the

categories

and

classes

for which they are

rated,

creating more

op

4.

Private

pilots or higher

may also choose

.to

exerc

ise the privileges

of

a sport pilot

. and

operate

any sport-pilot eligible air

What s the Status

of the

Rule

EM

stresses importance

of

sport pilot rule to

new

administrator

I

n October, FAA advised

EAA that

it was nearing completion of the sport

p ilot fin al rule an d an ticipa ted t ran sferring it to the Department

of

Transport ation (DOT) by the en d of 2002. DOT will have 90 days to

complete its review.

Fo

llowing DOT approval,

th

e rule will go to

th

e Office

of Management a

nd

Budget (OMB). Like

DOT,

OMB will have 90 days to

complete its review. Previousl

y,

DOT a

nd

OMB

had 60-day review period

s;

that timeframe has been exte

nd

ed because of increased workloads related

to security issues. FAA will be providing briefings to DOT and OMB in the

hope of reducing

th

e leng

th

of th ose review periods .

By Congressional ma

nd

at

e, FAA

mu st fina li ze th is rule no late r th

an

16

mo nth s af ter th e clos ing of th e comment pe riod for th e no ti ce of pro

posed rulemaking NP

RM

). For

th

e sport pilot rule, the 16-mo

nth

deadline

ends

in

Septemb er 2

3. While fin aliz

in

g the rul e, the FAA sport

pilot

team is also actively developi ng many of

th

e support ma te

ri

als

th

at will be

necessary for the implementation of the rul

e.

On October 21, EAA Executive Vice Pres ident Bob Wa rner met with new

FAA A

dmini

strator Mario n Blakey.

Durin

g th at mee

tin

g Warner

und

er

scored the

si

gnificance of th e sport pilot/light-sport aircraft

SP/

LSA) regu-

latory package and th e importance of FAA completing th e final stretch

of its multi-yea r inves

tment in

th is effort . In a

ddition

, EAA co

ntinues

to

s

tr

ess

th

e

imp

ortance of

thi

s rulemaking project

to

th

e DO

T.

two-place, single engine (nonturbine), unpres

surized

aircraft

that has:

1.

Amaximum gross takeoff

weight

of

1,232

2,754

comments, many of which suggested

changes

to these parameters. FAA has stated

that

many of

those comments

demonstrated


20/40

Consensus

Standards evelopment

Progressing

EAA has a leading

role

AA s

proposal to use industry consensus standards

as

the

method

of

certification

for

the

proposed

light-sport aircraft

(LSA)

category as opposed

to

type certification

is

a new approach, and a challenging

one for both the industry and FAA. Essentially, a volun

tary consensus standards committee must develop

the

standards for light-sport aircraft before

any

new special

light-sport aircraft can be designed, built, or sold.

Sport pilots can fly existing aircraft in the experimen

tal amateur-built, primary, and standard categories that

meet the operating characteristics outlined in

the

sport

pilot proposal. Other aircraft that would appear to meet

the proposed requirements for LSA must

comply

with

the consensus standards before they can

be sold as

such. The consensus standards must encompass the fol-

lowing issues:

1) Design and performance criteria,

2) Quality assurance requirements,

3)

Production acceptance, and

4) Continued operational safety/airworthiness moni

toring.

A voluntary consensus standards

committee

was es

tablished under the guidance of the American Society

for Testing

and

Materials (ASTM)

in

April of

this

year.

Subcommittees were created representing fixed-wing,

weight-shift

powered

parachutes gyroplanes

sailplanes, and lighter-than-air aircraft, as well as cross

cutting issues that affect all segments.

The subcommittees met during EAA AirVenture

Oshkosh 2002 with ASTM LSA project manager

Dan

Schultz. In September, the LSA

committee

gathered

at

ASTM s headquarters in West Conshohocken, Pennsyl

vania.

At that

meeting the LSA Executive Subcommittee

was established, including:

• Earl Lawrence, EAA, chairman

• Eric Tucker, Kodiak Research, vice-chairman

• Larry Burke, LAMA (Light Aircraft

Manufacturers

Left

Earl

Lawrence

EM

vice president of government

and industry relations and Dan Schultz ASTM manager

for the Light-Sport Aircraft Committee confer at meet

ings during

EAA

AirVenture Oshkosh 2002

By late October, several consensus standards docu

ments were re leased for balloting within the LSA com

mittee. The powered parachute subcommittee released

the drafts of the quality assurance and the continuing

airworthiness standards

while work continues on

a

draft of

th

e design and performance standard for pow

ered parachutes. The fixed-wing aircraft subcommittee

released

th

e draft of the design

and

performance stan

da rd, and

the

cross-cutting issues

subcommittee

re

leased

the

engine design specifications.

Following ASTM protocol once a

subcommittee

completes a draft

document

,

that document is

balloted

and

open for review by all members of the

LSA

commit

tee.

Committee

members then vote to accept the draft

document

or offer

their

suggestions for revision. This

ballot/review process continues until all members of the

LSA

committee

accept

the

document as

an

acceptable

standard. Once accepted by that committee the stan

dards are balloted to

the

ASTM in general.

Upon confirmation

that

all documents have been ap

proved via

ASTM

protocol, the consensus standards will


21/40

EAA Plays Key Role In

Preparing for the Rule

Test standards designated pilot ex m-

iners nd

designated

irworth iness

representatives being established

W

hen

t

he

sport pilo t/

ligh

t-sport air

craft (SP/LSA) rule becomes effective ,

ma

ny pi

ec

es of t

he

pi

lo

t/

aircraft

puzzle

need tobe in place before enthusiasts can

take advantage of the

benefits the

rule of

fer

s.

FAA is currently developing an advi

sory ci rcular (AC) that will de tail the

process

for

transit

i

oning oneself

to asport

pil

ot cert

ificate as well

as

the process

for

transit

ioning

ultralights

for which the reg

istrat ion st

atus

must

change

.

That

AC

is

schedu led

to

be released in conjunction

with the S /LSA rule.

In cooperation

with EAA and other in

dustry leaders, FAA is

also

developing the

practical test standards

PTS)

and

knowl

edge tests that sport pilots and sport

pilot

instructors

will

be

required to pass.

In

October

,

Earl

Lawrence

,

EAA

vice

president government

and

industry rela

tions, and

Timm

Bogenhagen, EAA ultralight

and

sport pilot programs manager, along

with Sean Elliot,

president

of

the National

Association

of Flight

Instructors (NAFI)-an

larifying the onfusion

E

Explains

th

e Sport

ilot

Ru

le

As EAA

staff members traveled around

the

country this year discussing

the proposed sport pilot/light-sport aircraft rule changes with members and

enthusiasts, it s become apparent that there s a lot of confusion about the

rule and its practical use. That s

not

surprising. This is a comprehensive

rule. In fact, it is essentially three rules in one package, including:

1. New sport pilot ratings, including

student

pilot, pilot, and instructor

ratings.

2. A new aircraft

category-light-sport aircraft-with

two levels of certifi

cation: special light-sport aircraft

and

experimental light-sport aircraft.

3.

Two new airman maintenance ratings tied specifically to the new light

sport aircraft category-a repairman certificate with maintenance privileges

for the special light-sport aircraft category and a repairmen certificate with

inspection privileges for the experimental light-sport aircraft category.

It s important to keep in mind

that

the proposed rules

that

apply to a

sport pilot do

not

necessarily apply to private pilots or higher who fly ei

ther of the two new categories of light-sport aircraft,

and

vice versa. For ex

ample, a sport pilot may fly any aircraft that meets the definition of a light

sport

aircraft, but

the aircraft does not need

to

be certificated as a

light-sport aircraft. In other words, a sport pilot may fly

an

aircraft certifi

cated as:

1. A special light-sport aircraft or an experimental light-sport aircraft, or

2. An experimental amateur-built aircraft (note the aircraft s certification

does not change, nor do its

operating limitations

or its maintenance re

quirements), or

3. A primary category aircraft-Quicksilver GT-SOO or RANS

S-7C

or

4. A standard category (type-certificated) aircraft (note again, the air

craft s certification and maintenance requirements do

not

change).

Likewise, the pilot of an aircraft that is certificated in the light-sport air

craft category does

not

have to be a sport pilot. A certificated pilot with any

rating can fly

an

experimental or light-sport aircraft as outlined in that air

craft s operating limitations. Specifically, the holder of a private pilot certifi

cate, or h igher, may elect

to

fly either a special light-sport aircraft or

an

ex

peri

menta

l light-sport aircraf . This pilot

would only need

to meet

the

category/class requirements of his/her individual private pilot s certificate.

With regard to maintenance

and

inspection issues, the two new repair

man

certificates for light-sport aircraft do

not

affect any preventive mainte

nance, maintenance, or inspection requirements for the experimental ama


22/40

Pilot

Rating

M

in imum medical

required

when exercising this category

of pilot privileges

Minimum hours

required

to

o

btain rating

Hy

aircraft with no horse

power l imitation,

no

seating

limitation, VFR : FR,

with

appropriate type

rating

H y

aircraft

of 180

hp

or less,

4

se

ats

or

less

Hy

aircraft

that meet defini

t ion of a l ight -sport aircraft

Hy at nig

h t i n

properly

equipped aircraft

H

ight

hours logged

applica

ble to

higher

rat ing

Passenger

l imit

Private

3rd class

40

yes

yes

yes

yes

yes

No limit

Category

S

tandard

Ca teg

ory

Primary

Ca

tegory

Experimental

Am a t eur -

Built

I.

egal ses

Personal,

Charter,

Rental, Air Taxi,

Flight

Instruction

Personal,

Rental,

Flight Instruction

Personal, including

prinlary

and

transition

t r

aining

Mi

..

imum t lti

..

g

Needed to Mai ..

tai..

A&P

A&P

Owne r

Recreational

3rd class

30

n o

yes

yes

yes, with CF I

e

nd

orsement

ye

s

On e

A

. . . .

ual

Conditio..

".sl ,eelion Uy

IA

IA

Holder

of

repairman

certifica te for this

particular

a ircraft,

or A&P

Sport

Valid U.S.

drive

r'

s license

20

no

no

yes

no

yes

One

1

xaml,les

Some Piper

Cub

Taylorcraft,

o r Aeronca

Champ

RANS S-7, or

GT SOO

Sonex

Zenith 601, 701

RANS, KitFox

Kolb, etc.

Ultra l ight

(FAR Part

103 Legal)

None

none

n o

no

n o

no

no

No passenger

carrying

a

ll

owe

d

Certification

AI'I,roved Uy

FAR

Part 23

Equivalence

wi th

JAR -VLA &

other

accepted standards

FAA inspector or DAR.

Operating

limitations

define

use of aircraft.


23/40

share of nicks and dings.

The sheet metal wasn't in much

better

shape

than the tubing.

The

door metal was okay, and I was able

to save two window frames, but

that

was about it. Plus, I was able to get a

speed ring off a parts airplane.

When a lot of people look at

the

airplane

they

automatically assume

the biggest parts hassle was with

the

engine, but according to Dick that's

not

the

case.

liThe tires are a really

odd

size: 18

by 8 by 3. They are

totally

extinct,

and

I

only

have two

more,

so I

do

my best not to land on pavement. I

can use 800 by 4s with adapters,

but

they just

don't

look right. It's a sub

tle difference, but it's noticeable. To

me anyway.

Using the one wing

as

a pattern, I

built an entirely new

set using the original

fittings, which took

nearly two

years.

When they were fin

ished, I had them

hanging on the

garage wall

in

front

of my wife's car, and

I'd tell her

If

you run

into

them, I'll call a

divorce attorney.'

We

got a new car,

and I worried about

her

hitting

them,

then,

you guessed

i t I ran into them.

ge

them

too badly, but

it set me back a while and made me

feel

like an idiot.

and valves being first

on the

list. In

fact, LeBlond

owners

don't greet

each other by saying hello;

they

say,

'Got

any valves springs?' The

LeBlond uses 'volute' springs that

aren't too far removed from safety

pins and break

constantly.

I solved

that

problem by going

to

0-200

springs and valves as developed by

Al

Barbuto. There are a lot of minor

mechanical changes that I

couldn't

have made if it

hadn't

been for

the

help of my local FAA

FSDO

guy, Tim

Anderson. He was super helpful.

Rings are another problem,

but

a nice

lady

at Hastings helped me

out. I gave

her

the

bore

and di

mensions,

and she

shipped

me a

set

of

rings that were perfect.

For as old as it is, the

Le

Blond

has a few

surprisingly sophisti

cated details,

including the

fact

that t

uses ball

bearings almost

everywhere.

Thank goodness

I had plenty

of spare bearings so

that

never

was

a problem.

The

magnetos

on

the

old oil

burner are Scintilla SB5s

that

would

make your local maintenance shop

laugh out loud, if you brought

them

in

.

Dick, however

, knew

exactly

where to go for that kind of expert

ise-Lowell White in Mesa, Arizona.

To White

the

SB5

was just another

magneto in severe need of

TLC.

To rebuild the carb, I got a hold

of everyone

who might

have

even

the

smallest

part

for sale or

trade,

but the

Antique Airplane Associa

tion came through

with

lots of

have stayed with the tail skid, but I'd

had a bad experience with a skid on

my Pietenpol-I

ground

looped

and

hit a car. However, the tailwheel was

a Rearwin option, so I don't feel too

bad about it.

The brakes are multi-disk affairs

not unlike bicycle brakes, and they

work just right. They are cable oper

ated via heel

pedals,

but you only

need

them

for

ground handling in

tight places. The pulleys for

the

ca

ble were an odd size, and I couldn't

find any, so I turned them

up

out of

quarter-inch Formica and put bronze

bushings

in them for the bolts

to

ride on.

I'm

especially pleased

with the

way the windshield turned out. The

frames were completely missing, so

we

had

nothing for a pattern. I got

as

many

pictures as I

could

of the

right time period

and

scaled

the

pat

terns off the photos. It's a three-piece

windshield and

takes a lot of fram

ing to hold it all in place.

The

airplane flew for the first

time

July

7,

2002,

and the

goal was

to get

it to Oshkosh a few weeks

later. However, because the engine

has some experimental parts, the

FAA made Dick fly 25 hours

in

the

local area,

which

meant

he

was a

busy little pilot for

the

weeks just

prior to Oshkosh 2002.

Dick is quick

to

give credit

to

his

many friends on the airport at Brod

head, as well as a host

of

others.

A

lot

of guys helped

with this-Matt

Smith, Dennis Hall, Lee Stenson, Bill

Weber and my son, Mike an ex-KC


24/40

International Aeronca Association

Buzz WAGNER

Box 3, 401

1ST STREET,

E

CLARK, SD 57225

PHONE:605-532-3862

FAX

:

605

-

532-1305

20IYR; QUARTERLY NEWSLETTER

Fearless Aeronca Aviators

JOHN RODKEY

280 BIG SUR DRIVE

GOLETA, CA

93117

PHONE

:

805-968-1274

FAX:

805-565-7280

[email protected]

http://aeronca.westmont.edu

CONTRIBUTIONS

ELECTRONIC NEWSLETTER

National Aeronca Association

JIM THOMPSON

806

LOCKPORT

RD, P.O.

Box

2219

TERRE HAUTE, IN 47802-0219

PHONE: 812-232-1491

www.aeroncapilots.com

DUES : $251YR US ; $351YR CANADA;$45/YR

FOREIGN

MAGAZINE:

41YR

.

Beech

134 Association

CHARLES

NOGLE

P.O

. Box 925

CHAMPAIGN,IL 61824-0925

PHONE: 217-356-3063

Twin

Beech 18

Society

STAGGERWING MUSEUM FOUNDATION

,

INC.

P.O. BOx 550

TULLAHOMA, TN

37388

PHONE: 931-455-1974

[email protected]

www.staggerwing.com

40IYR; 4 NEWSLETTERSIYR

American Bonanza Society

NANCY JOHNSON, EXEC. DIR

P.O.

Box

12888

WICHITA,

KS

67277

PHONE

:

316-945-1700

FAX:

316-945-1710

[email protected]

r

www.bonanza.org

50IYR;

MONTHLY

MAGAZINE

Classic Bonanza Association

PAUL

WHITESELL

6355 STINSON

STREET

PLANO,

TX

75093

PHONE:

972-380-5976

[email protected]

$161YR

Twin Bonanza Association

RICHARD I. WARD

19684

LAKESHORE DRIVE

THREE

RIVERS

, MI 49093

PHONE: 616-279-2540

R

616-279-2535

FAX

: 616-279-2540

[email protected]

www.twinbonanza.com

$351YR

US

CANADA;$45IYR FOREIGN ,

QUARTERLY NEWSLETTER

Bucker

Club

CHRIS G.

ARVANITES

16204 ROSEMARIE

LANE

LOCKPORT, IL 60441

PHONE : 815-436-1011

FAX:

863-318-1231

NOV-APR

[email protected]

22/YR US

&

CANADA; 27 FOREIGN

6

NEWSLETTERSIYR

National Bucker

Jungmeister Club

MRS.

FRANK

PRICE

Cessna

150 152

Club

ROYSON

PARSONS

P.O. Box 1917

ATASCADERO, CA 93423-1917

PHONE: 805-461-1958

FAX: 805-461-1035

[email protected]

www.cessna150-152.com

$301YR US, CANADA ,

MEXICO;

40

OTHERS;

BI-MONTHLY NEWSLETTER

The

International

Cessna 170 Association

VELVET

FACKELDEY

P.O.

BOX 1667

LEBANON, MO 65536

PHONE: 417-532-4847

FAX: 417-532-4847

[email protected]

www.cessna170.org

35/YR; FLY PAPER-MONTHLY ;

170

NEWS

QUARTERLY

Cessna

180 185 International

Club

(OWNERSHIP REQ)

DAVE HAYDEN

21910

S GARDNER

RD

SPRING HILL,

KS

66083

PHONE: 913-884-2187

FAX:

913-884-2167

$201YR

Cessna

Eastern

1901195

Assoc

CLIFF CRABS

25575

BUTTERNUT RIDGE

ROAD

NORTH

OLMSTED, OH

44070

PHONE:

440-777-4025

[email protected]

or

[email protected]

15 INITIAL,

THEN AS

REQUIRED

APPROX 4 NEWSLETTERSIYR

Cessna 195 International Club

DWIGHT

M.

EWING

P.O. Box 737

MERCED, CA

95344

PHONE:

209-722-6283

FAX: 209-722-5124

[email protected]

www.cessna195.org

mailto:[email protected]:///reader/full/http://aeronca.westmont.eduhttp:///reader/full/www.aeroncapilots.commailto:[email protected]:///reader/full/www.staggerwing.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.bonanza.orgmailto:[email protected]:[email protected]:///reader/full/www.twinbonanza.comhttp:///reader/full/www.twinbonanza.comhttp:///reader/full/www.twinbonanza.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna150-152.commailto:[email protected]:///reader/full/www.cessna170.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna195.orgmailto:[email protected]:///reader/full/http://aeronca.westmont.eduhttp:///reader/full/www.aeroncapilots.commailto:[email protected]:///reader/full/www.staggerwing.commailto:[email protected]:///reader/full/www.bonanza.orgmailto:[email protected]:[email protected]:///reader/full/www.twinbonanza.commailto:[email protected]:[email protected]:///reader/full/www.cessna150-152.commailto:[email protected]:///reader/full/www.cessna170.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna195.org


25/40

Cessna

T·501 Bamboo Bomber

JIM ANDERSON

P.O

. Box

269

,

SUNWOOD

MARINE

ON ST. CROIX

, MN

55047

PHONE

:

612-433-3024

[email protected]

www.

cessnat50

.

or

g

Cessna Owner Organization

KURT

HARRINGTON

P.O. Box

5000

lOLA,

WI

54945-5000

PHONE:

888-MYCESSNA, EXT

118

OR 71 5-445-4053

[email protected]

www

.cessnaowner.org

$421YR; MONTHLY NEWSLETTER

Cessna

Pilot's Assoc

JOHN FRANK

3409

CORSAIR CIR

; P.

O.

Box

5817

SANTA MARIA

,

CA 93455

PHONE: 805-922-2580

FAX: 805-922-7249

[email protected] or www.cessna.org

45 US, MEXICO &

CANADA

,

55 INT

'L.

CPA MAGAZINE

Citabria

C/o

BELLANCA

CHAMPION CLUB

ROBERT SZEGO

P.

O.

BOx

100

COXSACKIE,

NY 12051-0100

PHONE: 518-731-6800

szegor@bellanca championclub.com

www.bellanca

championclub.com

$35IYR--$63/2 YRS;FOREIGN $41/YR--$68/2

YRS; QUARTERLY B-C

CONTACT

Culver Aircraft Association

DAN NICHOLSON

723 BAKER DRIVE

TOMBALL

,

TX

77375

PHONE :

281-351-0114

[email protected]

CONTACT

THE CLUB

Culver

Club

LARRY Low

60

SKYWOOD

WAY

WOODSIDE , CA 94062

PHONE : 650-851-0204

DUES

: $20IYR

3

NEWSLETTERSIYR

Culver

Dart Club

Ercoupe Owners

lub· Wisconsin Wing

JUDI

MATUSCAK

6262

BREVER ROAD

BURLINGTON

, WI

53105

-

8915

PHONE:

262-539

-

2495

[email protected]

Fairchild Club

JOHN

W.

BERENDT

7645

ECHO PO

I

NT

ROAD

CANNON FALLS

,

MN 55009

PHONE:

507

-

263-2414

[email protected]

www.fairchildclub.com

$15IYR;

QUARTERLY NEWSLETTER

Fairchild Fan

Club

ROBERT

L

TAYLOR

P.

O. Box

127

BLAKESBURG , IA 52536

PHONE

: 641-938-2773

FAX: 641-938-2084

aaaapmh

q@

pcsia.net

$15IYR; 3

NEWSLETTERS/YR

International Fleet

Club

SANDY

BROWN

P.O.

Box

511

MARLBOROUGH

,

CT

06447-0511

PHONE

:

860-267-6562

FAX: 860-267

-4381

[email protected]

DUES:

CONTRIBUTIONS

NEWSLETIER

: 3-4IYR.

Funk

Aircraft

Owners

Association

THAD SHELNUTT

2836 CALIFORNIA AVENU

E

CARM

I

CHAEL

, CA

95808

PHONE

: 916-971 -

3452

pilo

tt

[email protected]

$121YR

;

10

NEWSLETTERSIYR.

Great

Lakes

Club

BRENT TAYLOR

P.O.

Box

127

BLAKESBURG , IA 52536

PHONE

: 515-938-2773

DUES

15

NEWSLETTER

: 3 16

PG

NEWSLETTERS

/

YR.

American Yankee

Assoc.

(Grumman)

STEW WILSON

P.O.

Box

1531

CAMERON PARK , CA 95682-1531

PHONE

:

530

-676-

4292

American

Hatz

Association

MIKE DEVROY

P.O.

Box 5102

VERNON HILLS

, IL

60061-5102

[email protected]

www.hatzbiplanes.org

20

/

;

QUARTERLY

NEWSLETTER

Heath Parasol

Club

WILLIAM SCHLAPMAN

6431

PAULSON ROAD

WI

NNECONNE

, WI 54986

PHONE: 920

-582-

4454

Howard Club

DAVID

SCHOBER

P.O. Box

52

VOLGA

, WV

26238

HowardClub@a

ol

.com

www.members.aol.com/ HowardClub

Interstate

Club

ROBERT L TAYLOR

P.O. Box 127

BLAKESBURG

, IA

52536

PHONE

: 641 -

938

-

2773

FAX :

641-938

-

2084

[email protected]

$15IYR;

INTERSTATE

INTERCOM

-

3IYR

.

Luscombe Association

STEVE & SHARON KROG

1002 HEATHER LANE

HARTFORD

, WI

53027

-

9045

PHONE

:

262-966

-

7627

FAX :

262-966

-

9627

ss

[email protected]

25

US

CANADA

;

30

FOREIGN

6 N

EWSLETT

E

RSIYR

.

Continental Luscombe Assoc.

GORDY

AND CONNIE BIRSE

29604

179TH

PLACE

,

SE

KENT

,

WA 98042

PHONE

: 253-631 -

8478

[email protected] or www.luscombe cla.org

DUES:

15

US;

17

.

50

CANADA

;

25

FOR

EIGN - ALL US

FUNDS

Maule

Rocket

Association (MRA)

DAVID

NEUMEISTER

5630

S WASHINGTON

LANSING

MI 48911 -

4999

PHONE

:

800-594

-

4634

FAX: 517

-

882

-8341 /

800

-596-8341

[email protected]

mailto:[email protected]:[email protected]:[email protected]:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna.orghttp:///reader/full/www.cessna.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.hatzbiplanes.orghttp:///reader/full/www.hatzbiplanes.orghttp:///reader/full/www.hatzbiplanes.orghttp:///reader/full/www.hatzbiplanes.orghttp:///reader/full/www.hatzbiplanes.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.members.aol.comhttp:///reader/full/www.members.aol.comhttp:///reader/full/www.members.aol.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessnat50.orgmailto:[email protected]:///reader/full/www.cessnaowner.orgmailto:[email protected]:///reader/full/www.cessna.orgmailto:[email protected]:///reader/full/www.bellanca-championclub.commailto:[email protected]:[email protected]:///reader/full/www.fairchildclub.commailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.hatzbiplanes.orgmailto:[email protected]:///reader/full/www.members.aol.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.luscombe-cla.orgmailto:[email protected]


26/40

Mooney Aircraft

Pilots Assoc.

LELA

HUGHES

140 HEIMER RD,

STUIE 560

SAN ANTONIO, TX 78232

Western

Assoc. of Mooney Mites

BEN FAVRHOLDT

757 W.

PUTNAM

AVENUE,

6

PORTERVILLE, CA

93257

PHONE: 559-782 -8925

n6mx@sosinet net

www mooneymite com

N3N Restorers

Association

H. RONALD KEMPKA

2380

RD 217

CHEYENNE,

WY

82009

PHONE: 307 -

638-2210

wyn3n@aol com

20/YR,

QUARTERLY

NEWSLETIER

American

Navion

Society

GARY RANKIN

PMB 335,

16420

MCGILLIVRAY

103

VANCOUVER

, WA 98683-3461

PHONE

: 360-833-9921

FAX

:

360-833-1074

Flynavion@yahoo com

www navionsociety org

50/YR;

BI-MONTHLY

NEWSLETIER

Navion Skies Type Club

RALEIGH MORROW

P.O. BOx 2678

LODI , CA 95241-2678

PHONE : 209-367-9390

209-367-9390

Navionl

n

reach com

www navionskies com

45/YR; MONTHLY NEWSLETIER;

ALSO

E-NEWSLETIER

Brodhead Pietenpol

Association

DONALD CAMPBELL

221 N LASALLE ST, STE 3117

CHICAGO, IL 60601

www pietenpol org

Piper Cherokee

Pilots Association

P.O. Box

1996

LUTZ, FL 33548

PHONE:

813-948-3616

$34/US

;

$36 CANADA & MEXICO

;

$44

FOREIGN;

11

ISSUES/YR.

Cub Club

STEVE &a

Vintage Airplane - Jan 2003

Documents

Transcript of Vintage Airplane - Jan 2003