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VOL. 29 No 11
NOVEMBER 200
t
STRAIGHT AND LEVELlButch]oyce
2
VAA NEWS/H.G. Frautschy
4
MYSTERY
PLANE H
.
G
Frautschy
7
TYPE CLUB
NOTES M
ark Baird
1
BELLANCA CLUB FLY-IN
12
WHAT OUR MEMBERS ARE RESTORING
14
MIGHTY MITE/Budd Davisson
20 MUSEUM
DISCOVERIES
22
PASS IT TO BUCK Buck
Hilbert
24 NEW MEMBERS
26
CALENDAR
28
CLASSIFIEDS
30 VAA MERCHANDISE
WWW VINTAGEAIRCRAFT ORG
Publisher
TOM POBEREZNY
http:///reader/full/WWW.VINTAGEAIRCRAFT.ORGhttp:///reader/full/WWW.VINTAGEAIRCRAFT.ORG -
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ST
Y
ESPIE BUTCH
JOYCE
PRESIDENT
,
VINTAGE
ASSOCIATION
NewsleHer Editors
The following is from Tulsa, Oklahoma, VAA
Chapter
lO's newsletter
that
is
written
for
the
most
part by
the
fa-
mous Charles Harris:
"Oh,
it's a
long, long
while from
May
to Decembe
r
but the
days grow
short when
you
reach Septemberl ... So go the haunt-
ing
ly
beautiful
lyrics
as were written for th
e classic September
Song./I And, so it is with our summer fly-in season.
We are
quick ly approaching
(some in the north ar
e
there
now)
the last
scenes in
the final
act of
the
2001 season . As always, it has
been
a
great
year;
as
always,
the more
we
have
put
into
it,
the
more
we have
gotten out
of
it. There have been
som
e memo-
rab le moments ... Cookson, Sun 'n Fun, Swifts at Athens,
Atchison, Airman Acres,
Gain
e
sville,
Wacos at Creve
Coeur,
Osh
kosh
( ),
Galesburg,
Muskogee,
(and
four or five Ponca
Citys thrown
in for
fun) ... You
get
the idea.
We have
missed
(and
will
always miss) Paul's Valley the last two years ... a
big
loss .
..
and it was a
real
shock to not
be
able to do
Bmtlesville in
Ju
ne
or
September this
year. We
still have the
Bean
Dinner,
Cl
aremore Monocoupes
at
Creve
C
oeur
,
Ski took, Fairview, and
Vin ita upcoming (and again,
three more
Ponca
Citys
before
the
end of the year).
"We have and continue to have a full plate. f there is any-
one who can't find
any
activity in our world offun flying/sport
aviation, they have to
be living
under a
rock somewhere
Let's
never forget a lot of people have put a lot ofeffort into these
events
to
host
us;
thank
them when you
c
an.
I
For those of
you that
have the good
fortune to
read
Charlie's Chapter 10 newsletter, it's obvious that
putting
it
together is a real labor of love for him. All of us, members
and
officers alike, are lucky
to
have
Charlie
serve as
the
meetings. If you
be
long
to
a
Chapter,
help the editor by
pitching
in
to
help.
Get him or her that
helpful tip or activity report, and you'll
make
the editor
smile. Having a
strong
newsletter helps get
important
in
formation
out
to
each member-everybody
needs
to
know
about
the date
and time of
the
next
meeting
and
any
significant
issues
that
relate
to
Chapter
business . If
you really want
to
be
involved
in
the
Chapter and have
some fun at the same time, step forward and become the
newsletter
editor
of
your
Chapter.
If your
Chapter is al
ready blessed with a good editor, ask if you can be of any
help.
You
could be the
next
Paul Harvey
The first full weekend of
October,
Norma and I
at
tended
the
VAA Chapter 3 fly-in. Held each year at the
Darlington,
South
Carolina, airport,
the
airfield
there
has
proven
to
be a great place
to
have this annual event. This
airport was
a
World
War
II training base,
so there
are
plenty of big runways. They have also installed a very nice
grass runway beside the main
hard
surface runway. That
makes this fly-in very friendly to
the
old taildraggers.
There's also a nice camping area
on
the airport. We used
the camping area this year, and it worked out great.
The Darlington
County
airport
authority
has been very
helpful and hospitable. They even sponsor an lion the air
port Friday
night
pig pickin', which is great
fun.
The
enhanced Class liB airspace rule was still in effect, which
caused the airplane count to be
down.
The rain on Satur
day did not help matters as well. Those that could not fly
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V
NEWS
COMPILED
BY H.G. FRAUTSCHY
again
in
roughly two
weeks,
their behalf,
as well as
news
and on October 15 the govern
and changes when they oc
ment allowed VFR operations
curred. In
his initial
message
in
15
of the 30 enhanced Class
on
September 12, Tom wrote:
B ECB) areas.
I'll
be
the first to support
Enhanced
C
lass
B is
de any reasonable
changes
in
fined
by
the
outer boundary
aviation standards
that are
of
the
airspace, which ex
needed
to help protect
the
tends from the
surface
to
lives of our citizens. But the
18,000 feet. The
combined
key
word
is
reasonable. EAA
surface
area
of the 30 ECBs
has always been
an
organiza
covered
roughly 200 ,000
tion of
compassion and
EAA ONT INUES
WORK
T
RETURN FL IGHT
PRIV ILEGES
Following the
attacks
on New
York
City and Washington
, D.C.,
on
September 11,
the government
declared a
national
emergency and
closed the
national
airspace system
(NAS) to civilian operations. (See
Beyond September, which starts
on page 36
of
EAA Sport Aviation.
As the
crisis stabilized,
the
gov
ernment
incrementally restored
NAS
operations
and many
general
aviation
pilots
were flying
square miles
and
578
public
and
private airports.
From
the
start of this
national
emergency EAA has
worked
with
the
government and provided so
lutions to security co ncerns to
help
restore flight privileges
to
all
The National Security Council
(NSC)
and White
House approved
the
VFR procedures on October
12 , and
FAA issued
the NOTAM
the next day. Beginning
October
15,
VFR operations
resumed
at
15
ECB areas over a three-day period,
start ing with
Houston,
Kansas
City,
Memphis
, New Orleans,
and
St. Louis.
On October
16
VFR operations
resumed at Cleveland , Dallas-Fort
Worth,
Honolulu, Minneapolis,
and Phoenix.
And
on October
17
Charlotte, Cincinnati, Salt Lake
City, Seattle, and Tampa completed
the phase-in . For
reasons of na
tional security, VFR
flight
is
prohibited at the
other 15
major
888/322-4636, Ext. 6522.)
Over the past month, the general/
recreational aviation community
has faced
unprecedented chal
lenges,
EAA
President Tom
Poberezny said. Recent
announce
ments
are
good
news
for pilots,
aircraft owners,
and
especially
the
businesses
who
have endured such
economic hardship. However,
our
work
is not done
until all airplanes
are back in
the
air.
EAA started
to
work
immedi
ately after
the
attacks,
and
on the
EAA
website it
kept
members
informed of
its
actions
on
cooperation, but EAA will not
simply
accept
change,
carte
blanche,
where
it applies to recre
ational aviation.
Activity
on the EAA
website spi
raled upward as people monitored
the situation
. In
the
first weeks
the
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8/12/2019 Vintage Airplane - Nov 2001
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Online aeronautical sectional
their fixed costs like insurance
and ing
elected officials about general
charts, created
through EAA's overhead. To substantiate anecdotal
aviation's critical role
in
the na
Flight Planner
partnership with
information about this economic tional
aviation infrastructure.
AeroPlanner.com, clearly showed impact EAA and its affiliate,
the
Na- EAA
and
NAFI also supported
airspace affected
by
temporary tional
Association of Flight
the
General
Aviation Relief
Bill
of
flight restrictions (TFR). Charts Instructors (NAFI), surveyed CFTs, 2001,
which
provides for eco
showing restricted enhanced Class
flight schools,
FBOs, and other
gen-
nomic
relief for GA
businesses
B airspace areas were available the eral aviation businesses, including suffering from the
economic
im
instant
the
NOTAMs were released.
manufacturers and suppliers. The pact
caused
by the airspace
General aviation flight under in- results were painfully clear: All were
restrictions. Conversely, EAA
and
strument flight rules lFR) resumed suffering real hardships, and some- NAFI vigorously opposed a legisla-
within
days of
the attack
because
thing
needed to done soon before a
tive proposal within the "Safe Skies
an
instrument
flight
plan
answers
Significant
part
of aviation's
infra- Act
of
2001"
that
would
require all
the
government's
security ques
structure was destroyed. student
pilots to undergo and
pay
tions-who's flying, what kind of EAA and NAFI presented its re- for expensive
background
checks.
airplane is it,
and
where is it going.
search
data
in Washington,
D.C., Both
legislative actions are
Addressing these concerns as they
when EAA President Tom pending as of this writing. Stay
applied
to flight training and VFR Poberezny, representing both
or
tuned to the EAA
website
at
flight was a greater challenge, and
ganizations,
testified
before
the
www eaa org for
developments
as
members called
wanting to know
House
Transportation
& Infrastruc- they
are announced. As
aviation
why they
couldn't
fly
their
Cubs
,
ture
Subcommittee
on
September
continues to
recover,
EAA
will con-
their vintage aircraft, their ultra
25, along with representatives of tinue to represent the interests
of
it
lights, their homebuilts.
other aviation organizations. The
members to
preserve the freedom
Because people couldn't fly, busi-
all-day session was an
important
of flight, just as it has been since
ness owners had no income to pay
step in defining issues
and
educat- its founding in 1953.
News continl/ed
on
p ge
)
NORM
P T RS N
R TIR S
O
ne of
aviation's
good
Anyone
who
's had the pleasure of visiting with Norm
guys
is
heading
out
to
on the phone,
corresponding
via the
mail
,
or simply
the workshop to re-
reading one of his articles knows
what
a personal touch
http:///reader/full/AeroPlanner.comhttp:///reader/full/AeroPlanner.com -
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BY H G FR UTSCHY
SEND YOUR ANSWER TO:
EAA ,
VINTAGE
AIRPLANE ,
P O
Box
3086,
OSHKOSH , WI
54903-3086. YOUR ANSWER NEEDS TO BE IN NO LATER THAN DECEMBER 10 FOR
IN-
CLUSION IN THE FEBRUARY
ISSUE
OF VINTAGE AIRPLANE
You CAN
ALSO SEND
YOUR
RESPONSE
VIA E-MAIL. SEND YOUR ANSWER
TO
VINTAGE@EAA ORG
BE SURE TO
INCLUDE
BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY
AND
STATE ) IN
THE BODY OF YOUR
NOTE AND PUT " (MONTH)
MYSTERY
PLANE" IN
THE SUBJECT
LINE
FROM THE PETE BOWERS COLLECTION,
THIS
MONTH
'S
MYSTERY
PLANE
IS
THIS
SLEEK-LOOKING BIPLANE.
Here's our first note about
the
August Mystery Plane:
The August
mystery
plane
is
a
McKinnie
165.
The airplane
was built in Detroit Lakes, Min
and although some dialogue by
the museum indicates that the
Air Force was
interested
in the
airplane,
I
don't
think that
was
ever
the
case.
mailto:[email protected]:[email protected] -
8/12/2019 Vintage Airplane - Nov 2001
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the
last
I heard one was behind a
hangar
at
Fessenden, North Dakota,
but I never was able to find it.
ill
Truax
Sequim, Washington
Here's our second note:
I got a start when I
turned the
page
and
saw
the
August
Mystery
Plane . I
never
recognize these
t
of place where before only J-3s,
Champs, and
Taylorcrafts were
at
home.
I
had
a nice visit with the
man,
James Richard Dick McKin-
nie. t
wasn't until 1959, when I
returned to Fargo
and NDSU
to
teach engineering, that I got
to
know Professor Dick McKinnie.
Two McKinnies were built;
one
craft design, production, and mar-
keting.
Bill
Cates,
test pilot, flew
the
plane for about 20
hours
when
McKinnie ran
out
of
money to
get
it certificated.
Dick died of cancer about a year
after
I
met
him. Mrs. McKinnie
wanted
to
dispose of
the
remaining
project inventories, so Klessig
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s
E
Rethinking
the
March
ystery
Plane
This
is the Jones S-125 that
was illustrated
in
Joe
Juptner s ar t
icle.
It
has a
tapered cantilever wing and an inverted engine instead of
the
wire-braced
straight
wing
and upright engine of
the
March Mystery Plane.
F
he March Mystery Plane
was identified in june
s is
sue
of
Vintage Airplane, but
I think the identification
as
the
Ben Jones S-125
is
incorrect. There
was an answer that enclosed a
write-up about
the
S-125
from
Joe
Juptner s T Hangar Tales
-
Volume
1, pages
95-96.
Sorry,
but the so
called S-125 in
the
March and
Jun
e
issues
is not the
Ben
Jones
S-125.
y
PETE BOWERS
While there is
strong
family re
semblance, the
S-125 as
illustrated
by Juptner
and
in the
enclosed
photos
is a
different
airplane.
The
so-called S-125 has a straight-chord
wire-braced
wing and
an
upright
air-cooled engine. With
a
right
hand prop
and
that
size,
it
would
have to
be a Cirrus.
The one-only Ben Jones S-125, X
(later NX16791)
was
built
in
1937
by the Jones
Aircraft Company,
P.O
.
Box 114, Schenectady, New York.
I t
had
a
tapered cantilever wing
and
an
inverted
Menasco
C 4 engine.
Juptner said it crashed on its
first
flight, but it must
have
been
re
paired. Then it traveled around
with various
markings;
several no
table aviation
photographers shot
it
in different locations.
Designer Jones sold
the S-125
with other aircraft material to the
White
Aircraft Corporation
of
Leroy, New
York, and
the
plane
was then seen
with
that company
s
logo
on the
fin, still as NX16791.
I believe that the
S-125 (also re
ported
as
having
a 150
hp
Menasco
as the S-150) was
to have
been used
for a world flight
that wasn t
made.
The March Mystery Plane looks
to
me
like a
Dale design,
but not
th
e
Air-Dale M-50 with
50 hp Menasco
flat-four shown in
the
1939 Western
Flying Directory issue
.
Whatev
er,
more
research is
needed
on the
March Mystery Plane.
........
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DEBUNKING A TIRELESS
MYTH THE
"DOWNWIND TURN"
FROM THE CESSNA
150 152
P I L O T -
MAy/JUNE
2001
A few years ago, that mighty pil-
lar of aeronautical wisdom,
Aviation
Safety
published, seriously, an arti-
cle that resurrected the downwind
turn as a maneuver
that
could cause
a stall because the shift
in
direction
would diminish
the
velocity of
the
flow
of air
over
the
wing
.
Seeing
that
explanation
of downwind
turns, in that publication of all
publications,
was like
reading
in
the Encyclopedia Britannica that
the
sun had been
found
to revolve
around the
Earth, and
that
Galileo,
Newton, and Einstein had gotten it
wrong.
The
downwind turn,
it ap-
pears, is a demon more
durable
than Dracula, capable of fouling
the
best of authorities.
Why does that black myth persist?
Such early aviators as W. and O.
urprise in the
Wind
M RK BAIRD
exhaustion. Here's
the
wrong ques-
tion: Can turning downwind
from
upwind
affect airspeed?
Here're
some
right answers to
the
wrong question:
No./I NeveL/I
Can't happen./I
Do
any of th
ese
answers help?
Not
much . So let's improve the
question: Is it dangerous to turn
downwind from upwind?/I Answer:
Perhaps.
It
depends.
I
H m m m - n o w
we're
getting
somewhere. Let's get
more
specific:
Is i t
dangerous to turn downwind
after departing a runway sur
rounded by obstructions if the
wind is up?/I Answer: Yes./I
There is something
risky
about
downwind turns.
It's
just
that the
critical factor has
got
nothing to do
with airspeed, or angle of attack, or
stalling. What is
the
critical factor?
Geometry.
Geometry, and the pilot's apper-
tie's.
Turning
crosswind
too
early
m e naces the upper SO feet of
smokestack;
turning
downwind
too early leads to a
confrontation
with the rising terrain.
Establish
ing
best angle of climb
at liftoff
and staying there for the first few
hundred
feet is standard procedure
at
this
field.
Lined
up on
the
numbers into
that
18
mph
breeze,
the throttl
e
goes in ,
and th
e little bird starts to
roll. Fuel is about half capacity;
the
pilot
is
solo. The pilot
is a Jenny
Craig weight loss enlistee who
graduated magna gone
lard.
I
In
no time, the ISO pops off the run
way and, to th e
delight of
the pilot,
appears
to
climb like
the
Spa
ce
Shuttle. An examination of hard
numbers reveals
the
following:
Best
angle of climb
(true) air
speed: 57 mph
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8/12/2019 Vintage Airplane - Nov 2001
10/36
the airplane 1,000
feet
above the
far
end
of a S,OOO-foot runway on
climb out, which for a
ISO is
Space
Shuttle-like performance.)
The pilot's perception is that
this
angle
will carry
him
clear
of
all obstacles easily and rapidly.
Were
he
to
maintain
runway head
ing, he'd
be
clear of even the
highest surrounding terrain
less
than
three minutes after
leaving
the runway.
But he's a little tired of the Jenny
Craig
regimen
and
is looking for
ward to the hundred-dollar
hamburger that awaits him 70 miles
behind him. He has
to turn down
wind at
some
point,
because
he
hasn't got enough fuel to reach his
destination by continuing
straight
ahead
(he's only at half capacity).
The pilot correlates his appercep
tion of his II-degree climb geometry
with
the
surrounding terrain and
obstacles, and
makes a
judgment
about where
he can safely begin a
turn to downwind and
continue
climbing
on
course. And right there
is
where he makes a mistake.
He
makes his assessment based on
his present ll-degree angle of climb.
He
begins his
turn to downwind
400 feet high,
before
he's
even
reached the end of the runway.
Immediately, his groundspeed be
gins to increase dramatically.
He
maintains best angle airspeed of 57
mph , and his rate of climb declines
a
shade to
660 feet per
minute
be
cause he's
no
longer at sea
level.
But by the time he's established
on
ing at half
the
geometric angle,
the
obstacles
and
terrain that at first
appeared
so
easily surmountable
are now
suddenly
and swiftly fill
ing
his windscreen.
No pilot should
ever be sur
prised. Surprise
is
distracting.
This pilot
is
surprised.
He
maneu
vers quickly to avoid taking the tops
off some trees
that don't
need trim
ming, only to confront high-tension
wires looming abruptly ahead. How
can I be going so darn fast with the
nose so
high
in
the
air,
and not
be
climbing
worth a
hoot?
he won
ders desperately. Now, ignoring the
airspeed indicator
and
hauling back
on the yoke, he tries to pull the air
plane higher into
the air
with
his
bare hands. The wires pass beneath;
ahead
the far side
of
a
ridge still
claims the sky above him . Stall warn
ing shrieking, he
turns
to avoid
the
ridge, but the wind carries him into
it with a soul-sickening
thud.
Later,
the NTSB
investigation
is
silent on the subject
of stalling.
Did
he
stall? Perhaps,
but whether
stalled or not, he was going to hit
that ridge. The NTSB concludes
that the pilot misjudged his rate of
climb
against how
fast
the ground
was rising up to meet him. Did his
turn
to downwind
affect his air
speed? Not a millimeter. Nor i it
affect his vertical speed. Neither of
those factors was altered by the
turn from
upwind
to downwind .
What did change, dramatically ,
was the
geometric
relationship be
tween
his
vertical speed
and his
of the
geometric
climb angle
when turning
downwind.
The
pilot
hasn't got much con
trol over the first two
conditions,
but the third condition is one he
can control absolutely,
and
so
long
as he never permits its presence
by
taking the flattened
climb
angle
into
account, he will avoid being
blown into a granite surprise.
s
to
a
turn to
downwind caus
ing
the
air
to sLow down over the
wing, true believers should argue
that
point
with the men
who
proved it impossible-like
Isaac
Newton, for one. Keep in mind that
if turns across
the wind
did affect
airspeed, you'd see the airspeed re
act with every
course
change
at
altitude, and IFR holding patterns
would require Newton's Calculus
to
intercept and
maintain
.
MARK BAIRD SOLOED
ON
HIS
16TH
BIRTHDAY,
31
YEARS AND
ABOUT
2 ,
5 HOURS
AGO. HE
OWNS TWO
CESSNAS-A
1976
CESSNA 150
AND
A
1954
CESSNA
180. HE'S FLOWN
THE
150 AS
FAR
AS NEW
ORLEANS
AND
THE
180 TO ALL OF
THE
LOWER 48
STATES.
HE
PLANS
TO
EQUIP THE
180 WITH FLOATS AND FLY IT TO
ALASKA. MARK RECENTLY OB
TAINED THE POWERPLANT PORTION
OF HIS A&P
CERTIFICATE.
ITS OFTEN UNBELIEVABLE
HOW
LONG A MYTH CAN PERSIST.
THE
FACING EXCERPT
IS
FROM
THE
-
8/12/2019 Vintage Airplane - Nov 2001
11/36
FLIGHT INSTRUCTOR S M NU L
Civil Aeronautics Bulletin
No. 5
U
S
Civil Aeronautics Authority
Washington
D. C.
June 1939
Chapter V.-DOWN-WIND
TURNS
As has been previously
mentioned
there
is a
prevalent fallacy regarding the reasons for the hazard
of down-wind turns close to the ground. This results
from the belief
that
t e air speed of the aircraft
is af-
fected by
the
wind. Such
is
not the case. Once the
aircraft is free of the ground, only its speed relative
to
the
air
has
any
bearing
on
its
sustentation in
flight . The velocity and direction of
the
wind does
affect
the
path of the aircraft over
the
ground,
but
that
is
all.
In taxiing the velocity and direction of the wind
has a very definite effect
on the
aircraft
and the
ef
fectiveness of the controls, because the aircraft is still
in contact witb the ground.
During down-wind turns dose to the ground, it
is
noticed that when the aircraft
is
approximately cross
wind, i t seems
to hang
momentarily
without
speed
and
as
the
turn
is
completed
to the
down-wind
course, the aircraft seems
to
pick up speed with a
rush. Both of these seeming actions are optical illu
sions caused by watching
the
ground even
though
the pilot is not directing his attention to it. The
speed of
the
aircraft relative to
the
ground alone is
affected: The air speed remains constant. f
the
air
craft
is
flown properly by
feel
or instruments, the air
speed will not vary during the turn.
2
Some air speed and
lift
are lost in all turns,
as
will be discussed under Turns ; and unless normal
speed
is
maintained, this may have disastrous results
when operating too close to the ground.
3 Turns immediately following the take-off are
hazardous, due
to
the fact that
the
ship barely has
flying speed and, under these conditions, can ill af
ford even
the
small loss of speed
and
lift
which
is
incident to turning alone.
4 At low speeds
the
ship does
not
respond nearly
so rapidly to
the
controls and gusts may cause
trouble
before
the reaction of
the
pilot and the
sluggish action of the controls can correct for them.
s.
The reaction time of the pilot
is
a serious
fac
tor when working close to the ground.
6 Ground objects create turbulence in the wind
on
their leeward side.
7
There is a variation between
the
wind velocity
just above
the ground
and at 40 or
S
feet altitude
due to the friction of the earth and the objects
on
it.
This will give the ship an additional rolling moment,
or over banking tendency, when one wing is near
the ground
and the other
up
in the
air
as
in a steep
bank close to the ground. This friction effect
is
also
true in gusts encountered in such a pOSition, which
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eLuIJ.
Wed
eowa
dJ
- In
l
f
The
gold country of
the
ierras is
the
scene or
this
annual
event.
By AMY
PETERSON
PHOTOS
BY CHUCK SANDFORD
I
t was more th n just
burgs for being such gracious
coincidence
that
the Bel
hosts
and
to
club
member
lanca-Champion
Club s
Brian Farrell for arranging
Annual West Coast
Fly-In
the
fly-out.
was held in Columbia, Cali
The
Tuolumne
Co
unty
fornia, in the heart of Gold
Aeronautical Association
Rush
Country. Blue skies
fired up its grills for
the
Fri
and sunshine, outstanding
day
evening
barbecue dinner
airplanes, delightful people, The flight line
of Bellancas
featured a mix
of the
triple
and the
Saturday
evening
and an
airport
that is
every
tails and their more recent brethren, the Viking.
steak dinner. Its m embers
pilot s dream
blended
to
gether to make it the mother lode of
fly-ins.
A total of 84 airplanes and approxi
mately 160 people enjoyed the fun
and festivities
during the
club-spon
sored second annual fly-in held
recently in Columbia. Nestled
among
green, rolling hills, the Columbia Air-
port (022)
provided
a substantial, The Low-Wing
People s
Choice award
hard-surfaced runway and full
FBO
was presented to Harold and Carol
services for the fly-in participants. The Black for
their 14-19-2 Cruisemaster.
adjacent grass runway was closed for Harold found it in Idaho in 1996 and re
the
weekend
to
provide
ample park
built it from stem to stern. The updated airframe included a Viking instrument
ing for th e multitude of neatly parked
panel, McCauley prop , shoulder harnesses,
and Cleveland wheels and brakes.
single tails
and
triple tails, nosewheels
and tailwheels.
tee members for early preparation
were also
on hand
to serve light break
The combination of
high-wing
(which really was the culmination of
fast and
lunch
fare. Their
enthusiasm
Ci tabrias, Champs, Scouts, and De
months of planning). The
actual fl
y-
was abundant, and we appreciated all
cathlons
and
low-wing Cruisairs,
in kickoff began on Friday with the their efforts.
C ruisemasters, and Vikings might arrival and registration
of
participants,
A
number
of
participants pit
c
hed
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lanca
birds.
This was followed
by
a
round-table
discussion
that
focused on
own
ers'
maintenance
experiences, both
good
and
bad in
For the
High-Wing
People's Choice award, the
attendees
regard
to prod
picked
Tom
Holmes'
1940
Aeronca 65TC.
It
was also rec
ucts, facilities,
ognized as the oldest aircraft in attendance. First built as a
suppliers, and
65TF the Franklin engine was removed in
1958,
and a 65
modificat ions.
hp Continental was installed.
Tom
bought
the
project when
Both sessions
it was packed in a number of boxes. A real
basket
case, he
went about getting an education
in
restoration techniques , covered a
wide
including a POly-Fiber covering class. Bob Seals was also range of
issues
appl icable
to
an integral part of the restoration process.
Mike
Nye
of Manteca, California,
re
built his
Aeronca
7AC Champ in
1997, choosing
the factory color
scheme
for
the
two-place trainer.
vironmentalists, that
is,
until they
were
assured that we were merely
dropping sacks of ground wheat ..
and
not
nuking their California wildflow
ers.
With
the environmentalists'
bleSSings, and the grace
of
a
little
breeze, Veri Scheibe
of
St. Paul, Ore
gon, took first place by
dropping the
flour closest
to the mark
from his
1975 Scout. Was it practice
and
skill
or those vortex generators, Veri? Ron
Piercy
of
Moses Lake,
Washington,
both
high-
and
low-Wing aircraft.
Everyone
in
general
aviation
ap
preciates
exemplars
of
beautifully
restored, maintained, and/or en
hanced airplanes, and
the
Bellanca-Champion Club
does
its
best to recognize the efforts of its
members.
This year
two outstand
ing airplanes were
selected
by
member bal lot to represent
the
People's
Choice
for high-
and
low-wing categories.
The high-wing People's Choice was
awarded to Tom Holmes for his 1940
Aeronca TC65, N26386. InCidentally,
this
airplane
was also awarded a
plaque for being the oldest aircraft in
attendance at
the fly-in. t started its
life as a 65TF
with
a
65-hp
Franklin
and was converted
to an A65
in 1958.
The airplane had changed hands, had
moved
all
around
the country, and
was in seven boxes at the time it was
purchased by its
present
owner. Tom
This year's low-wing
People's
Choice award went to Harold and
Carol Black for
their
sleek 14-19-2
Cruisemaster,
N981OB.
The fly-in was
a
stopover
for them
between their
winter home in
Arizona
and their
summer home
in
Idaho. Harold
found
this
plane in Idaho
in 1996,
and
two years later it emerged as a
complete
rebuild
from the tip
of
its
spinner to
the
top of its tail. Some of
its fine features include an updated
Viking
panel, a McCauley prop,
Cleveland
wheels and brakes, and
shoulder harnesses.
Following
the
Saturday
evening
banquet,
awards,
and
anecdotes, Lee
McGee was back by popular demand ,
strumming and
singing his
original
Ode to My Viking" (to the tune of
"Drug Store Truck Drivin' Man," with
Lee's apologies to
Joan
Baez).
This
year Lee
took
a little creative license
and
delighted
the
audience
with his
tributes to the other represented air
planes. The renditions included "Have
You Flown the Little Cruisair?" (to the
tune of Scarborough
Fair"
/Simon
and Garfunkel), "Just Want to Fly My
Ci tabria ( Motorcycle Song / Arlo
Guthrie), and whoopee-ti -yi-yay
Cruisemasters
in the
Sky" ( Ghost
Riders in the Sky" /Stan Jones).
Sunday morning
saw the depar
tures of
many an
aircraft, from the
quick
and mighty
to
the
sl
eek
and
sassy. The committee is already brain
storming
for next year's
fly-in-same
place, same time. The
county
officials
have indicated the possibility of a wa
ter budget for the grass strip next year.
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HAT 0
MEMBERS
ARE
RESTORING
DH-60GM
VILLA
IPSY
OT BY GERRY SCHWAM
NC-919DH was built by de Hav
illand
under
license
in Lowell,
Massachusetts, in December 1929.
It was then delivered to Cardiff &
Peacock Aero Corp. in Bakersfield,
California, which
sold
the
air
plane to Leslie
J.
O Day of Visalia,
California, in
October
1930. The
airplane
passed through a succes
sion
of owners, finally being sold
by
Harlan
O. Bjerke
in
January
1943
as salvage to the renowned
airplane dealer Arrigo Balboni.
(For unknown
reasons the
origi
nal
registration
NC-919M
was
changed
at some point. Contact
with
the
FAA
revealed
that
N
919M belonged to a
DC-3
that
hadn't been heard of for 25 years,
so we settled for NC-919DH.)
In February 1946 the Moth Air
craft Company's Ed Clark returned
from WWII service. Already the
owner of two Gipsy Moths, he
purchased the remains (less
en
gine) of
NC-919M for the grand
sum of
75.
Having acquired
enough
other parts
and
paper
work, Ed set about rebuilding his
own Gipsy
Moth and restoring
five others. His Moth had been
damaged due
to an engine
failure
WYNCOTE PENNSYLVANIA
that
occurred during the filming
of a movie.
Ed found
buyers for
the Moths
to-be, but making a living and
being
busy
with
lots of
other
work
slowed progress
on the rebuilds.
Linley Wright of Glenn
Rose
Texas,
decided to finish the work himself.
Around
1994
he purchased
NC
919DH and hauled
it to
Texas. At
some
point
he
lost interest in
the
project. In
1995, Linley
made
it
known he wanted to sell the Gipsy
project, as well as his Tiger Moth. I
purchased the entire lot.
Along with
good friend
Bayard
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Dupont, we trucked
the
Gipsy proj
ect and the
Tiger
Moth to New
Garden Airport in Toughkenamon,
Pennsylvania, and set about finish
ing what had been started so many
years ago. Six-and-a-half years
of
constant work were to ensue be
fore NC-919DH once again took to
through
with a beautiful set of
cowlings.
The
cowlings in
turn
were
painted
by Mark
Denest of
Fairchild restoration fame. And fi-
nally
there was Bayard
Dup
ont
without
whom
th
e
project
would
never have come to fruition.
Was it all worth it? You bet
DE HAVILLAND DH 60GM
G IPSY
MOTH
SPECIFICATIONS
ENGINE:
GIPSY
ENGINE UPRIGHT
FOUR-CYLINDER
AIR-COOLED
90/100 HP
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MARK
GODFREY
n
Workman
was standing
sport
aviation find hard to believe is
a fully certified, factory produced
Originally powered by a 22 hp
Crosley automobile engine, cracking
crankshafts forced Mooney to go to
a
ce r
tified aircraft engine. The
Workmans have a
65
hp Continen
tal driving a fixed-pitch wood prop.
be eas ier to
name
aircraft he didn t
have a hand in than those he did.
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required the smallest, lightest, and
cleanest airframe he could design
mated
to
the least expensive, most
fuel-efficient engine available.
In
both areas, he went
to
extremes. The
airframe is a study in light wood
construction. t has been often said,
for instance , that anyone
who
;j
o
a:
No leaky shock struts or metal
springs to break, the Mooney Mite,
like its later four-place brethren,
uses a stackup
of
rubber disks to
absorb the shock of landing.
picked up one of
the
tail
surfaces
and saw
how
light and fragile it
appeared-would
never fly
the
air
plane. The tail is unique for a lot of
reasons, including
the
fact that it is
n 't mounted to the airframe in the
usual fashion. The entire unit pivots
for trim
and
is mounted on a light
steel
tube
tripod that
is,
in
turn,
bolted to the rear fuselage bulkhead
with tiny-appearing NO.3 bolts. The
entire tail, including the wood,
the
steel, and the bulkhead area are now
areas of concern to restorers because
of the way seemingly
minor
deterio
ration
can reduce the
strength
significantly.
Another of Mooney s cost-cut
ting, efficiency-seeking moves was
to sidestep expensive
aircraft en
gines. Instead,
he
mounted
one
of
the
miniscule, 22 hp Crosley
en
gines, which are best known for
propelling the
little Crosley station
wagons. The
engine
was highly so
phisticated in that it was a sing le
overhead cam
design,
which
was
manufactured
from
sheet
steel
and
brazed together in an oven.
You
can
literally tuck one of these engines
under your
arm
and walk off with it.
In
the
Mite it was equipped with a
2:1 V-belt
reduction unit.
The first
10 airplanes were Crosley powered,
but then the gremlins that
always
seem
to
afflict
an
otherwise
healthy
engine
,
once
it's
mounted
in
an
air
plane, reared their ugly heads
and
crankshafts began breaking (Crosley
reportedly switched to a cast
iron
crank from a steel crank without let
then later
to
the A-65 Continental.
About the
time
Al Mooney was
gearing up
to
feed airplanes into the
highly anticipated, but
never
real
ized, post-war airplane market, Ben
Workman was getting out of the US
AAF . He
had worked at Curtiss
Wright s Columbus, Ohio, factory
(working
on
Helldivers
and
their
ill
fated Seagull) before entering the Air
Corps. He even
had
his
own
40
hp
2
Cub
during his early years in the
service. He flew 28 missions as a
ra
dio
operator
on board B-24's with
the 34
th
Bomb Group before going
home
to decide what
he d
do with
the rest of his life.
As with
many returning service
men, the GI Bill gave Ben his ratings.
He had
been to mechanics
school
before entering the service, so armed
with his A Eticket,
he
began work
ing for a local
FBO
while getting his
flight ratings. Then he
drifted into
auto
repair, which led
to an
uphol
stery
shop,
which, in
turn,
led
to
him owning his own auto and air
craft
upholstery
business. The
business
is still alive
and
well
in
Zanesville, Ohio, where it is
being
run by
his son, Paul, who
brought
the Mite to AirVenture 200l.
Ben ran through a long list of air
craft projects that eventually involved
his two sons, Dave
and
Paul.
He
bought a basket case Cub and he and
his older son, Dave, restored it. They
took it to Oshkosh in 1972 where it
won Best Under 100 hp. During the
next
10 years , Ben
and
Dave built
and flew what they dubbed the Pitts
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good shape,
but the further
we
got
into it, the worse
i t
looked,
said
Ben Workman.
It
had set outside and moisture
had
really
gotten
to
it.
Both
the
front
and
rear bulkheads were being
held to
the
tail cone by
nothing
more
than
fabric," he says. "Every
where you looked
in
the lower parts
of the
fuselage
and wing
centersec
tion, the casein glue
was
coming
apart. This
included
the plywood
facing
on the
spars."
They began tearing the airplane
apart
and eventually had virtually
every
nut and bolt out of
it in
their
search for moisture damage to both
the steel tubing and the wood. This
included re-gluing most of the joints
in the fuselage
and
replacing much
of
the
wood .
"The landing gear needed lots
of
work
and one
gear leg was bent,
Ben says. "I didn't know it was hard
ened
and
I stuck it in a
vice
to
try
and
straighten it. t was so hard
that
I broke i t and
had to call
Fred
Schmidt
in Camden,
Ohio, for
an
other
one.
He
has
by far the
best
supply of Mite
parts.
That's also
where I got parts for
the
windshield
wiper
motor
that
is
used as
the
gear
warning indicator."
The gear-warning indicator he
is
referring to
is
the small flag, not un
like
that
on
a
mailbox. I t begins
waving if
the throttle is
reduced be
Iowa certain level and
the
gear isn't
out. The wiper
motor
is
driven
by
vacuum tapped from the
intake
of
No. 1 cylinder.
problems. The outer wing
panels,
the
fuselage tubing,
and
most of the
tail were
actually
in
pretty good
shape. Everything in between, how
ever, needed lots of work."
When
it came
time to paint the
airplane, the
Workmans,
younger
and
elder,
didn't
see eye-to-eye. "I
wanted to do it in a MODERN
paint
scheme,
Ben
says. But my
son
wanted something more original.
We split
the
difference."
The
finish
and
covering
was Su
per
Flite II all the
way
and Ben
Workman points out
that
the light
gray color isn't paint,
but is
actually
primer that
has been clear
coated.
They saw
the
color
of the
primer
and both liked it. So, rather
than
try
to match it in paint, they just hit it
with
the
clear coat
to
protect it.
The
finished airplane came in
at
62S lbs
and
it really performs, ac
cording
to Paul. It gets off fairly
quickly. The
engine is only turning
up 2,050 rpm with
that
prop,
but
it
still only needs
about 400 feet of
runway. I hold
about
70
mph
in the
climb which gives a solid 600 to 700
feet per minute rate of climb."
In cruise
the
airplane will true
out
at
120 mph
at
2,250 rpm.
The
beauty
of it, however, is that it is
burning
only four to four-and-a-half
gallons per hour.
The
airplanes with the
Beech
Roby props are faster,
some
as
high
as 135
mph.
The never-exceed speed
is only 139 mph, so that's crowding
it pretty close," Paul says.
The gear down speed
is
108
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S
By
H G
FRAUTSCHY
\1 RVE NTU RE
M U S U M
NS
ON
TH
S.C. JOHNSON
WAX
SIKORSKY
S-38
"CARNAUBA"
EXHIBIT
O
e of the
EAA
AirVenture
Museum's
most popular
exhibits is the Sikorsky
S-
38, sponsored by Wisconsin's own
S.c. Johnson
company.
Sam John
son,
the company's
recently retired
chairman of the board, has been an
aviator since he
was a
young man.
His father, Herbert H.F. Johnson,
was an adventuresome spirit. In
193
5,
when the world still thought
of flying as almost a daredevil stunt,
he chose
to
buy a Sikorsky S-38, hire
an experienced
27-year-old
pilot,
E.F. Schlanser, and have himself and
a research crew flown to the Ama
zon River basin in South America in
search of the carnauba palm
tree.
The carnauba palm produces one of
the
hardest natural
waxes
known,
and it was an essential ingredient in
every
Johnson
Wax
product-in
deed,
in
th e 1930s,
wax-related
products
were all
the
company
made Given his drive to
produce
the best products possible, it was un
derstandable
that
H.F.
Johnson
was
willing
to spend
the money during
the
Depression to
ensure his
com
pany could find
and
harvest
a
sustainable supply of carnauba wax.
When
the
EAA AirVenture Mu
seum was constructed in Oshkosh,
one
of the
very first
benefactors
to
sign up to support the project was
Sam
Johnson.
After
sponsoring
the
museum's
entrance
tower (where
three Christen Eagles zoom upward),
there was interest in designing an in
teractive exhibit
to commemorate
his
father's
pioneering business
flight. Since the mid-1980s, museum
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I
;7 ,
visitors have
read
the
display boards
on
the
perimeter
of
the dis
play, marveled at the
full-size replica
of
a
Sikorsky Amphibion
constructed
by
Gordy
Selke
and his restora
tion center crew, and
"ridden along" inside
the fuselage, where a
movie
was
created by
Dick Matt to give view- Advances
in
video and audio technologies make the
ers
the
sense
they
were
story of the S-38 come alive as museum visitors see
riding along
with
H.P.
the construction
of
the replica
in
beautifully shot
johnson
in
1935 . To
movie footage. In the box on the dock are hidden a
this day, my kids
recall
pair of OSCillating
theater
lights, which give the illu
their rides
in
the
sion of sunlight bouncing
off
the waves below and
Sikorsky as
if
they had
reflecting
off
the upper wings .
really been
bouncing
along the
waterways
of
the Amazon. EAA
President's
Council
member
Still, as neat as the display was, it
Buzz Kaplan changed all that. Buzz
couldn't fly, and as the years went by was
confident that
his company,
Sam's desire
to
replicate his father's Born Again Restorations, could
build
f l ight grew stronger.
Planning
to a Sikorsky S-38, if Sam really wanted
tDi
\
,
.
.
' "
Walk alongside
the
dock and then
step inside the replica's
fuselage,
where visitors can now view an up
dated film
of
the flying Sikorsky S-38
replica. The meticulously constructed
exhibit
theater
gives
visitors
the
sound and light sensations of flying
alongside and in the amazing replica.
Outside the theater a new showcase
exhibits the many products, both old
and new, that require the use of car
nauba wax. Original containers of
various products, like 1930s paste
wax tin (fac ing page), are on display.
Above the display is a pair
of
maps
that show the route taken in 1935
and the one in
1998
by Sam, Curt,
and Fisk Johnson as they flew the
replica S-38 to South America.
In
the
center of the display is a computer
screen where curious visitors can en
-
8/12/2019 Vintage Airplane - Nov 2001
24/36
55 .
BY E.E. BUCK
HILBERT ,
EAA
21 VAA
5
P O
Box
424,
UNION
,
IL
60180
Esprit de corps
F
he Department
of
Defense
(DOD)
shut
down all pri-
vate flying
during the
New
York
and
D.C. terrorism aftermath.
The
sport aviation
population
pulled together and
in
unison be-
lieved
the shut
down may have
been necessary in
the
eyes of the
DOD
but perhaps
unwarranted as
far as our
type
of flying was con
cerned. The general
comments
ran
from
ridiculous
to
Well,
we
gotta do whatever "
Regardless,
there
was NO flying
for what seemed like an eternity,
and
the scheduled events
took a
beating. Some events
were
can
One
of the Stearmans
that
is kept at the airport/residential airpark at Poplar
celed, including the
Reno
Air
Grove, Illinois, taxis
by
as part of the revised annual picnic held at the airport.
Races, the Ryan Fly-In at San
-
8/12/2019 Vintage Airplane - Nov 2001
25/36
Captain Dick Hill warms
up
the engines
on
the family Cessna Bobcat. T
he
interior and engines
on
the T-50
were recently overhauled.
Diego, and many others.
in, plus a "taxi-by" event. joyed
themselves
despite
the
cir
cumstances.
ne event went on
as
sched
uled ...
the 20th annual picnic
at
Poplar Grove Airport. Some
of th
e
Cessna 120-140 people who were
planning
to also go to
th e
Dunkirk New York, annual bash
did go-they drove to New York.
This picnic fly-in became a drive-
The camaraderie was evident in
the conversations around the
table
and
was
capped
off
with the
taxi-by
of
the DO-27, several Stear
mans
, the
Cessna 140
and the
T-SO. We
all had a good
time
.
The
noise and smoke were right
in
front of the crowd, yet people en-
Very
little grousing went on
.
The atmosphere
was subdued,
but
the
fellowship
and the
sharing
were there . It 's great to be part of
the aviation family . . . . . .
~ t J . c J
K
want
to
see
your
lane or
pearls
of
wisdom
in
print?
Write an article for
VINT GE
IRPL NE
We re
always looking
for technical
articles and
photos
of
your
latest restoration.
We
can't
offer
you money,
but we can make
you
ahero
among
fellow
Vintage
Aircraft enthusiasts
send your
submissions
to:
L
ve
the adventure and
rOl11ance
of the early days
of flight with
Wi
ll
Turner,
pioneer aviator,
in
Chris
Davey s
exciting new
nove
l,
Th Aviator s Appn
l1rice.
Will
-
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26/36
NEW MEMBERS
Mauro
Belloni Oleggio, Italy
Tony Medniuk London, United
Kingdom
David
Turner Maple
Ridge,
BC
Clive Perry
Winnipeg,
MB
Mike Fuller . Weston,
ON
Peter L
Windh
Guelph, ON
Yves Lessard .
Sorel-Tracy, QC
James
T. Bell Palmer,
AK
Irven
F. Palmer
Sterling,
AK
Ken
Davenport Newport, AR
Jack L Censner Sierra Vista, AZ
Robert D. Bishop
.Tranquillity,
CA
David Derby .
.
La
Jolla, CA
David
B. McCord
Browns Valley, CA
Roger
Orr
Santa Paula, CA
William R.
Page
Bermuda Dunes, CA
George J. Papich Sonoma, CA
Joan Steinberger
Goleta, CA
Jeff Taylor .
Pilot Hill, CA
Aric
Warner
Rosamond,
CA
Thomas A. Watson Corona, CA
Doug Neeley Aspen,
CO
Richard L Cudney . . .Darien, CT
Gary Duhaime Shelton, CT
Thomas
J.
Bryant
Lakeland,
FL
Richard G. Mahoney . . Orlando, FL
Louis
A.
Maniero
Parkland, FL
Dr.
Tom
Peurfay
Bradenton,
FL
Earle
Richardson Hialeah, FL
David Branch .jackson, GA
Garry
Lynn Brown Woodbury, GA
Mark Allen Self Conyers, GA
Douglas R. Bodrie Grosse lie, MI
Lawrence Fuller .
Cabool,
MI
Edward
L
Hall Dowagiac,
MI
Kenneth
H.
Hecht
Caro
, MI
Stephen S.
Lillyblad Apple Valley,
MN
R. T. Malone Darwin, MN
Duane Poehls Ham
Lake, MN
Thomas O. Yates Austin, MN
Albert W. Lowe St. Louis,
MO
Jack S. Lamb Hattiesburg, MS
Brock
Furstenau
Tilden, NE
Michael
Price
Short
Hills,
NJ
Larry Rundquist Cal-Nev-Ari, NV
Joseph
G.
Jones
Berne,
NY
Geoff King .
Patterson,
NY
Steve Voll
North
Rose,
NY
Donald W. Allen Ashtabula, OH
Chad Harrison Huron
,
OH
Gregory A. Huber Medina, OH
Eric
E.
Williams
Eaton,
OH
Samuel Box Stigler, OK
Walter Seely Redmond, OR
John
W.
Chapman Washington
,
PA
Frank E.
Gochenauer
Chambersburg,
PA
Charles
Haughman
. .Hershey,
PA
Robert
C
Rust Saegertown,
PA
Tony
Burns .
Henderson, TN
Jeff
S.
Cattrell
.
Bulls
Gap, TN
Jimmy L
Teasley
Murfreesboro, TN
Thomas Aubin Bangs, TX
Robert
H. Card
Kennedy, TX
Gary T Craze Spring, TX
-
8/12/2019 Vintage Airplane - Nov 2001
27/36
Douglas Conciatu
Sterling Heights, MI
Master
CFI-IAG
Aviation Safety
Counselor
Flyi
ng
for over
32
years
First solo flight
in 1969
at the age
of
6
AUAis
approved.
To
become a
Douglos
Conciotu has owned his
195
Aeronca TEC Chomp
since 1991 The
plane
was one of
the lost light
airplanes
to come off
the Middle/own, O hio assembly
line
I went from one
company
to another
looking for one that
would
meet my
insurance needs
at
a competitive price.
I finally found this
and
more with AUA
and have been with them ever since.
- Douglas Conciatu
AUA s Exclusive E
Vintage
Aircraft
Assoc.
Insurance Program
lower
liability and hull premiums
Medical payments included
Fleet discounts for multiple aircraft
carrying all risk coverages
No hand-
propp
i
ng
exclusion
-
8/12/2019 Vintage Airplane - Nov 2001
28/36
FLY IN CALENDAR
-
Th
e following list comin g events
is
fllr
ni
shed to Ollr re
ad
ers as a
matt
er of
nformati
on
onl
y
and do
es not constitute approval, s
pon
s
or
ship
,
inv
o
lv
eme
nt
,
control or directi
on ofany
eve
llt
fl
y
-ill
, seminar
s, fl
y market, etc.
listed
.
Pl
ease
send th
e information to fAA, Att: Vintage Air
plan
e P.O.
Box
30
8
6,
Os
hk
os
h,
WI 5490
3-3
086
.
Information shollid be recei
ve
d fO
lr
months prior
to the eve
nt dat
e.
D
ECE
MB ER 1 -
Fort Pierce, FL
EAA Ch.
908
Pancake Breakfast,
7-11 a.m. at the EAA Hangar St.
Lucie Internat iona l Airport. Info:
561/464-0538 or
561/489
-0420.
J ANU A R Y 19, 2 2 -
Fort
Pierce,
FL - EAA Ch . 908 Pancake Break
fast, 7-11 a.m. at
the
EAA
Hangar,
St . Lucie Internationa l
Airport.
Info: 561/464-0538 or 561/489
0420.
.J .)...-._;. . V
........._. J
"I
couldn't
have won
these swell
trophies
without
Poly-
Fiber "
Roscoe Turner - Famo us Race Pilot
W
e , OK ... maybe he didn't actually say that. ..
but we bet
he
would
have if Po
ly-Fiber had
Fly high with
a
quality Classic interior
Complete interior assemblies
r
dy f rinstalla tion
Custom quality at
economical
prices.
Cushion upholstery sets
Wall panel sets
Headl iners
-
8/12/2019 Vintage Airplane - Nov 2001
29/36
VAA
NEWS
CONTINUED
N O C E S S N A L NDING
GEAR AD
Randy
Hansen,
EAA
govern
ment programs specialist, has
confirmed,
in
conversations with
the FAA
Small Aircraft Directorate
(ACE-115W), that
no airworthi
ness directive
will
be
issued
concerning
the failure of
the
spring steel landing gear installed
on the
Cessna 170, 180, 185, 190,
and 195 aircraft. The FAA is satis
fied that
Cessna s
technical
documentation
and service bul
letins are sufficient
to
get
the
word
out to the field regarding the
proper
procedures for periodic in
spection and
maintenanc
e of these
Introduction To
ircraft Building
What
s Involved In
BUilding n Airplane
TIG
Welding
Engine Installation
Fabric Covering
Composite
Construction
Finishing
nd
Spray Painting
-
8/12/2019 Vintage Airplane - Nov 2001
30/36
Looking For A Gift?
Look No More!
www.AirplaneTshirts.com
www.Aviation-Giftshop.com
1 800 645 7739
Aircraft Exhaust Systems
JlUuping Branch, WV 25969
800-227-5951
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different engines for fitting
VINTAGE
TRADER
Something to buy
sell or tr e?
Classified Word Ads: $5.50 per 10 words,
18 words maximum , with boldface lead-in
on first line.
Classified
Di
splay Ads: One column wide
(2.1 67 in
ches) by 1,
2,
or 3
in
ches hi gh at
$20 p er inch. Black a
nd
w
hi t
e o nly, a
nd
no
frequency disco
unt
s.
Ad vertising Clos
ing
Dates: ) Oth o f sec
ond month prior to desired issue date
L
e.,
Janu ary
10
is th e closing date for t he March
issue).
VAA
rese rves th e
right
to re ject an y
adv ert i s ing in co
nfli
ct with it s
poli
cies.
Rates cover on e ins ertion per iss ue. Classi
fi ed ad s ar e n o t acce
pt
ed via phon e .
Payment mu st accomp any o rder. Word ads
may be se
nt
via
fax
(920/426-4828) or e-mail
classa ris@
eaa
.or
g)
using credit
ca
rd payme
nt
(a ll cards acce
pt
ed). Include name o n card ,
complete address, type of card, ca
rd numb
er,
a
nd ex
piration
dat
e. Make ch
ec
ks payable to
EAA. A
ddr
ess advertising co
rr
esponden
ce
to
EAA Publications C
la
ss ified Ad Manager, PO.
Box 3086, Oshkosh,
WI
54903-3086 .
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website:
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INTRODUCING
EAA
LIGHT PLANNER'"
EM
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wi
th
AeroP
lanner.c
o
m, is
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. TaKeadvan1age of
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e newest
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VINT.AGE
AIRCRAFT
ASSOCIATION
OFFICERS
President Vice-President
Espie
'Sutch' Joyce
George Da
u
bne
r
P.O. Box 35584
2448
Lough Lane
Greensboro, NC 27425 Hartford , WI
53027
336/6683650
26216735885
Treasurer
Secre tary
Charles
W.
Harris
Steve Nesse
72
I S
East
46th
Sl.
2009
Highland
Ave.
Tulsa, OK 7
4147
Albert
Lea,
MN
56007
918/6228400
507/373 1674
cw
DIRECTORS
David Bennett
P
O.
Box 1188
Roseville, CA 95678
916/6456926
antiqu
er@in
reach.com
Robert C. Bob Brauer
934
5 S. HOkne
C 1 ~ ~ ~ ~ ? 7 ~ L 2 1 O ~ 2 0
John Berendt
7645
Echo
Poi
nt Rd.
Cannon Fails, MN 55009
507/2632414
fchl [email protected]
John S. Copeland
IA Deacon Street
r t h ~ 8
~ ~ ~ : m 5 01
S32
copeland [email protected]
Phil Coulson
8 ~ \ ~ t ~ ; i ; J r f ~ f r
616/6246490
rcouison5
1
m
Roger
Gomoll
3 i ~ ~ ~ t ~ r ~ ~ f d ~ ~ ~
507/288
2
8 10
Dale
A.
Gustafson
7724 Shady Hills Dr.
f n d i a J l z ~ ~ . ~ 3 t 6 2 7 8
Jeannie Hill
P.O. Box
328
Ha
rv
ard, IL 60033
815/9437205
Steve Krog
1002 Heath er Ln.
Hartford,
WI 53027
26219667627
sskrog@ao
l.com
Robert D. "Bob"
Lumley
126
5 South 124th
Sl.
Br
ookfield, WI 53005
262/7822633
lum per@'execpc.com
Gene Morris
5936
Steve Court
Roanoke, TX 76262
817/49
19110
n0 3ca pt@na sh.net
Dean Richardson
1
429 Kings
\nnRd
S t o u ~ i ' s n i 7 . 8 ~ l S 8 9
Geoff
Robison
1
52
1
E.
MacG r
ego
r Dr.
New Haven, IN 46774
219/4934724
chiefl025@ao
l.oom
S.H . Wc s Schmid
2359 Lefeber Ave
nue
Wauwatosa, WI 53213
414/77
11545
sh
sc
hmid
@g
dinet.com
DIRECTORS
EMERITUS
Gene Chase
E.E. B
uck
Hilbert
215 9
Car
lton
Rd
.
P.O.
Box
424
Os
hkos
h, WI
54904
Union, IL 60180
815/9234591
920/2315002
buck7aC@
mC.net
Membership Services Directory_
ENJOY
THE
MANY
BENEFITS
OF EAA
AND
THE
EAA
VINTAGE
AIRCRAFT ASSOCIATION
EAA Aviation Center,
PO
Box 3086, Oshkosh
WI
54903-3086
Phone (920) 426-4800
Fax 920)
426-4873
Web Site http: www.eaa.organd http: www.airventure.org E Mail: vintage
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EAA
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rimental
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rcraft
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Inc.
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SPORT AVIATION. Family membership is available
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Junior Membership
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All major credit cards accepted for membership.
A
dd $16 or
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stage,)
VINTAGE AIRCRAFT
ASSOCIATION
Curr e
nt
EAA members may join th e Vintage
Aircraft A5sociaton and receive VINTAGE AIR
PLANE magazine for an add itional $36 per
year.
EAA Me
mbership,
VINTAGE AIRPLANE
magazine and one year membership in the EAA
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Division is available for $50 per year (
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for Foreign Postage,)
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Current
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a
nd
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sio n is
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IATIO
N magazine
not
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$7
for
Foreign Postage.)
EAA EXPERIMENTER
C
ur r
ent
EAA members
m
ay receive
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ma
gaZ ine
for
an
additional
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mailto:[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]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/lumper@'execpc.comhttp:///reader/full/lumper@'execpc.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]:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/lumper@'execpc.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.airventure.org -
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n.
Statesizesm-xl.
bluesm r00587.
bluc
Ig
Vl0509
,
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Vl0510
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sm\,10511 , greenxlVl0514
grey
SOl
VI0515, greymd
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Ig
V
0517
gr
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VI0518
b.TravelMug
.
V00342 $12.95
a.
Cla
ss
icstainl essst
ee
lmugwithplas ti c
handleand ca p.Standardbase l'itsmost
c
ar
CliP holdcrs.
c. LeatherVarsityJacket
md
V00344
$229.95
g
\100345
xl
\100346
Lea therandwo olarecombined
to
cr
ea
te
thisclass icjac ket withembossedv
in t
age
airpl an
es
a
nd
Vin tage logoontheback.
d.EmbossedDenimJacket
.
md \100241 $65.99
. . . . . . . . . . . .Ig
V00242
. .
. . . . . . .xl V00243
.
.2x
V00244
Cottondenimjac ketwith Vintage patch
on the[I'onta
nd
embossedplanes a
nd
logo
on
thebac k.
e.PocketVest .......... $29.95
Khaki
Ig\100507 xl \100493
Olh
'c Ig
V00494
xl
V00495
Gr
ea
t
[or
tr
ave
ling.this
ves
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ee
pyourha
nd
sfree
[01
usingac
am
er
a.
caringlug
ga
ge01 simplygl'cat foraround
thetownactivities .
Com
es inoli
ve
or
khaki (not shown) .
f.CoffeeMug
. . .
V002
:l4
-
8/12/2019 Vintage Airplane - Nov 2001
33/36
i.
This da rk navy knit sweater has
cotton patches at
th
e shou lder a
nd
elbows
and
sports the Vintage
logo.
sm
V00516.
md
V10523
Ig V10524,
xl
V10525.
xxi V00517
Leather
Bags
from
Vintage Aircraft
embossed logo gl'aces each of
fin ely CI'afted .
ge
nuine leather
bags. which come in
eit
her tan
or
black.
h.
Leather Pocket
Bag. .
V00512 $46.95
Co
nvcnient phone/sunglass pocket
make this bag a definite accessory.
Approximate size: 9 h x 6 w x 3 d
i. Leather Bakpak
$49.95
tan V00498 black V0051 1
Pe
rFe
ctly sized with convenient
zippered pockets on the inside and
outside. Approximately: I I h x 9w x 4.5 d
j.
Leather Pouch. . . . . . . $21.95
rnn
V00584 black VOO513
Flapped . soft leath
er
bag
has
shoulder
strap. Approximate size: 7.5 h x 5 w x l.5 d
k. Leather Briefcase $79.95
rnn
V00497 black V005 10
Crafted with a rich design. this case has
severa l
in terior pockets and goes from home
to the boal'droom in style. Approxi
mat
ely
12h x 16 w x 4.5 1
I.
Golf Shirts . . . . . . . . . . $31.95
The Vintage logo go
lf
shirt is yo ur versatile.
comfortable. 100% combed cotton sport
shirt for almost eve ry activity.
Seagrass
sm
xl
V00538
V00541
md
2x
V00539
V00542
Ig V00540
Ig V00545 xl VOO546
-
8/12/2019 Vintage Airplane - Nov 2001
34/36
o. Vintage Caps
$12.95
Chooseaco
lor
andstyle
to fityour
personaltaste.
Stone
.
100225
Royal
Blue
100355
Khaki(notshown)
\100356
Olive
(nulsho\\n)
\100357
Red
100359
Maroon
100438
Redw/nalY (notshown) \100361
Khakiw/nal'Y 100439
Yellowwlnavy
100435
Natural
wIred
(notshown) \100436
Red
w/black
100437
p. Youth Camo
Shirt $19.95
Sport
shirt
features fourbuttonedpock-
etsandVintageLogo.Made
of
65%
1)0Iy/35%cottonandismachine
washable.
Youth
sizes:
sm
\100609
IlId
Ig
\100611
xl
q. Ladies Scoop.neck
ee
8 m
\110485 $49.95
GenuineAustriacrysta lsoutlinethe
Vintagelo
go on
thisnavySpOt tee.
95%
cotton/5%
spa nd ex
fabl'icholdsit's
shapeandkeepsyoucool.
r. Select Bound Vintage Volumes
Limitedquantities
of
Vintagebound
volumesareavailable.
1990and
berore
$25.00
After
1990
$30.00
s
Youth Flight
Jacket
$38.95
Thisclassicjacketissizedforyou ng
people.Madc
of
nylonwithknitco
llar
,
cuffs,
and
waist.Sports
an
orangeliner.
Youth
siz
es: