vintage airplane - dec 2002

8/20/2019 Vintage Airplane - Dec 2002

1/36


2/36

DECEMBER

2002

OL. 30,No. 12

Sport Pilot newsletter enclosed with

this

issue

2 VAA

NEWS/H

.G.Frautschy

4 INSTALLINGHANDHELDRADIOS

IN VINTAGE

AIRCRAFT/

Evan

McCombs

7

REMINISCINGWITH DUTCH

ENGINEFAILURE

SELECTED EXCERPTS FROM

THE

AIRMEN

'S

SKY

IsNOTTHE BLUE/

Holland"Dutch"

Redfield

8

BLOCKLETIERING

EXACT

PROPORTIONS FROM

THE 1930s/

H.G.Frautschy

10 THEMAKINGOFASHOWPLANE

Steven W. Oxman

12 MYSTERYPLANE

14 WHATOURMEMBERS

ARE

RESTORING

16 CLIPPERSHIP

THE

PRESTEN FAMILY DO-EVERYTHING

AERIALCONVEYANCE/BuddDavisson

21 PASS IT

TO

BUCK/BuckHilbert

25

CALENDAR

26 CLASSIFIEDADS

28 NEWMEMBERS

30

VAA MERCHANDISE


3/36

from the Vintage

Aircraft

ssociation

Board

of Directors and E lV Staff

Paul Poberezny

Espie

"Butch"

Joyce

George Daubner

Steve Nesse

Charles Harris

David

Bennett

John

Berendt

Bob

Brauer

Tom Poberezny

Scott Spangler

Michael

DiFrisco

HG

Frautschy

Steve Bender

Gene

Chase

Dave

Clark

John

Copeland

Phil

Coulson

Roger

Gomoll

Dale Gustafson

Jeannie Hill

LeeAnn Abrams

Susan Zolkowski

Kirk

Olivia Phillip

Colleen Walsh

E.E. "Buck"

Hilbert

Steve

Krog

Bob Lumley

Gene Morris

Dean Rchardson

Geoff

Robison

Wes Schmid

Alan Shackleton


4/36

EWS

EAA

FLIGHT

PLANNER

INCORPORATES STADIUM TFRs

To

help pilots avoid stadium overflights,

EAA ~ , , - ~ . ~ ~ ~ ~ ~

~ . - ~

Right Planner maps

show

the location of the tempo

-----

. . . : z : . = = : . . ; : : : ; ~

rary

flight

restrictions

TFR)

for stadiums with

capacities of 30,000 or more. Using

FAA

-provided

oordinates, the maps answer a main objection

pi

-

- ; ~ - ~ ~ f } ; ; = - ~ ~

lots

had

to the blanket TFRs restricting flights within

3 miles

and

3,000 feet of the stadiums:

no

official

- = - ~ ~ . . : : .

~

~

documentation existed showing the precise loca-

i i i i i i i i i i i i i i i i l l i i ~ i i i i i i i i l l l l l i i l a

tions of these facilities.

Now

anyone

can go

to the EAA website, click on the "View TFR Maps" link and

get accurate stadium locations represented

by

green dots. The locations are incor

porated into EAA Flight Planner-generated maps.

The

complete list of stadiums is

also available on the EAA website at

www eaa org

On

a personal note, a recent cross-country flight I made would have passed

within the TFR over the stadium for Northern Illinois University. Using Aeroplanner, a

quick preflight check of the airspace determined the TFR area wouldn't be "hot" un

til after I passed

by,

but the

EAA

Flight Planner sure made

it

easy to precisely

determine the boundries of the TFR . Members near the Washington, D.C. , and

Crawford,

Texas,

areas are encouraged to review the prohibited and TFR airspace

notices prior to

each

flight

EAA

LAUNCHES

NEW

AIRVENTURE MUSEUM WEBSITE

EAA Museum's redesigned website at

www airventuremuseum org

puts EAA s

educational and interactive content

just

clicks

away

from

aviation en

thusiasts

around the

world. Visitors

can easily and quickly access

com

prehensive information

about

the

museum, including

its

exhibits,

attractions, events, activities , collec

tions, services,

and

latest news.

For

those interested in the museum

but

unable visit regularly,

the

website

offers photo exhibits, descriptions of

the collection, and a virtual tour. "We

see the website as being an important

way for us to interact with millions of

aviation enthusiasts around the world

and the tens of thousands of

EAA

mem

bers

who

do not

live

within easy

traveling

distance

of

Oshkosh,

said

Museum Director Adam Smith.

Clearly labeled links

promote

easy

navigation, and updated information

about the Museum's facilities

-such

as how to get there

by

car or plane

(including maps and related Iinks)-ex

hibits, and tours help visitors plan their

museum visit.

As

in many other EAA endeavors,

volunteers helped make

the

redesign

possible. Volunteers helped write

the ' Our Collection' section, and

they'll continue this

in

the future

,"

said

Smith. Information about this

and other Museum volunteer oppor

tunities are listed on th e website.

Website

planners purposely

de

signed

the site

to

allow

for future

expansion, particularly

the

Museum's

Collection and the Vi rtual Museum ar

eas, allowing

the website

to evolve

over the next few months and years.

NATIONAL

BUCKER

JUNGMEISTER

CLUB

Mrs.

Frank

Price has advised

us

that

the National Bucker

Jungmeis

ter Club

is

for sale, and no newsletter

will be published until the club has

been acqUired by a new owner.

I f

you're

interested

in purchasing

the

club and

its

assets,

please

contact

Mrs.

Frank

Price,

300

Estelle

Rico

Drive, Moody,

IX

76557.

T S A CREATES TOLL- FREE

SECURI TY HOT

L INE

To

further enhance general aviation

airport security

in

the post-

9/11

environ

ment,

the Transportation

Security

Administration

TSA)

will activate a toll

free tip line sometime this month,

866-GA-SECURE

(866-427-3287).

The

tip line creates a

fast

and easy

way

for people in

and

around

airports

such as pilots, EM Chapter members,

and those involved

in

operating, servic

ing,

or renting small

aircraft-to

report

suspicious people

and

activities.

These may include aircraft with

un

usual or unauthorized modifications;

persons lOitering near parked aircraft

or in air operations areas; pilots who

appear to

be

under the control of

http:///reader/full/www.eaa.orghttp:///reader/full/www.airventuremuseum.orghttp:///reader/full/www.eaa.orghttp:///reader/full/www.airventuremuseum.org


5/36

PILOTS MUST CARRY PHOTO

1

On October

24

the

FAA

issued a fi-

nal rule changing Federa l Aviation

Regulation 61.3 and requiring pilots

to carry

photo

identification al

ong

with their FAA pilot certificate when

flying. FA

R61.3(a) now reads, "Each

person must carry a photo identifica

tion acceptable to the Administrator

when exercising the privileges of a

pilot certificate; and I): Each person

must present such photo identifica

tion when requested to do

so

by the

Administrator, an authorized repre

sentative of the NTSB or the TSA or a

l

aw

enforcement officer."

A valid U.S. driver's license will

be

the most common

photo ID

, and

other acceptable forms include a valid

federal or state ID card, a U.S. armed

forces'

ID

or credentials that author

ize access to airport secure areas.

Congress firs t mandated modifi

ca tion of the airman certification

system in the FAA Drug Enforce

ment Assis tance Ac t of 1988, and

later added to the

requirement

in

the more recent Aviation and Trans

portation Security

Act

of 2001. Both

actions sought

to

ass ur e

positive

and verifiable identification of each

person applying

for

or holding a pi

lot certificate.

This new rule is a partial adop

tion of a petition filed by the Aircraft

Owners and Pilots Association on

February 21,2002, to

revise

FAR

61(a)

and

I) to

require

a pilot to

carry, and present for appropriate

inspection, a form of acceptable

photo

identification.

In the final

JOHN MILLER INDUCTED

INTO

V

H LL

OF

F ME

John M. Miller, Poughkeepsie,

New York saw Glenn Curtiss and

his

lbany

Flyer during

Curtiss'

historic Albany to

New York

flight in 1910,

and

he soloed

on

his 18th birthday, December 15,

1923. Johnny Miller has

lived

the

era of human flight,

and

con

tinues to enjoy aviation

into

its

second century.

John's

life was

detailed in last month's issue,

and

on

November 8,

2002,

he

was

inducted into

the Vintage

Aircraft

Association's

Hall

of

Fame . His delightful talk about

witnessing Charles Lindbergh's

takeoff for Paris in the

pirit

of st

ouis

captivated

the

audience

during the

induction

cere

monies. Congratulations, John,

and happy 97th birthday

E C R E T E S S P O R T

FIELD ApPROVAL

PROBLEMS

During the past

year,

the

FAA

announced a new policy it planned

to

implement regarding

field ap

provals (often referred

to

as Form

337s). The new FAA policy has been

highly misinterpreted

by

many

FAA offices and in some cases used

inappropriately to delay or not ap

prove field approvals.

The new guidelines do not pro

hibit field approvals, and if it

had

been

implemented

properly, the

new policy was intended to reduce

the delays in getting STCs approved.

Unfortunately, once disseminated

to the regional FAA offices

and

im

plemented, the policy was

not

always used correctly.

EAA and AOPA gave our guarded

support

to the

new

policy

when it

was first developed, while express

ing

our concerns

that

the

policy

could result in just the opposite of

its intent . Unfortunately, that's pre

cisely what happened.

Once reports from

the

field, in

cluding input from EAA members,

started coming in to

the

FAA the

FAA Flight

Standards

Service and

Aircraft Certification Service took

steps to prevent further confusion.

Flight Standards has put a hold on

the policy in Alaska, and a number

of teleconferences

with Flight

Standards

Regional Offices

throughout

the

United States have

taken place to make it clearer to

the

field offices that they should

still be approving 337s. Also, the

policy is

being

revised

to

provide


6/36

Installing

Handheld RadiDs

in

Vintage

Aircraft

EV NM CCOMBS

This is a

1943

Taylorcraft L-2. It is

equipped with a

Delcom comm radio

with an external

stainless steel whip

antenna mounted in

front of the windshield.

It is also connected

to a Sigtronics

portable intercom.

The

Delcom radio

has a belt clip that is

attached

to

the back

side of the radio.

That s pretty handy,

and adding a small

strip of

aluminum

attached to the side

rail below the

window allows the

clip to double as a

radio holder.

Editor s

Note:

After

our

request

for

articles on this subject, a cou-

ple

of

you stepped forward

to

share

what you ve learned and put into

practice concerning radio installa-

tions

in

light aircraft. This article

should

be

considered a great start,

and those of you with different

installation techniques are encour-

aged to send in your comments

and

articles on

the

subject

In

par-

ticular, I d like users

of

the

re

cently

introduced dipole antennas in-

tended for mounting inside

airframes to weigh in with their

e

xp

e

ri

e

nces

. HGF

f

your

flying

is like

mine

that is flyin g in to

and

out of

small

non

towered airports you

probably feel like I do

that

you

would like to see and be seen as

well as hear and be heard. Most

of the smaller antique

and

clas-

sic airplanes were not equipped

with

electrical systems

and

most

were

built without

shielded ignition harnesses and

spark plugs. Some of the classic

airplanes

were converted

to

shielded

ignition

harness

and


7/36

ers to install them or simply carry

them

in the cock

pit.

Some

worked

well in this environment, and

some

didn t.

Through trial

and

error, the following

seemed to work for me.

I've been asked about using broadband antennas.

Those are the thicker, fiberglass

whip

antennas you

see on many modern airplanes. My answer is that

most operations

of

the

handheld

radios

will be at

airports without a tower or talking to

FSS,

plus a lit

tle plane-to-plane

communications.

Even i f we add

the usual tower frequencies,

the

frequencies used for

these operations (generally around 118.00 to 123.00

MHz) do not require a

broadband

antenna. A stan

dard stainless steel whip 24 inches long

is

adequate.

Antenna locations are always problematic, and their

placement can be tricky. Nobody wants

to

drill two

or three holes in different locations on

an

airplane.

t seems

that

somewhere on

top

of the wing or fuse

lage works

in

most cases.

f

a bottom

mount

is the

only available spot, try it. Such a location can work

well, especially in air-to-ground communications,

but

items such as landing gear legs can Significantly

alter the

antenna s

radiation pattern. Each location

is

a compromise,

and

even metal-covered airplanes

can be as

much

a challenge as a fabric-covered one.

A ground plane must also

be

considered a vital

part of the installation. FAA publication AC 43.13-2A,

Chapter 3 gives guidelines for

antenna

instal

lations and ideas

for ground planes.

1-- WHIP

II

ANTENNA

(See the drawing

(left) for one ex

I I / / )

- ,

ample from

the

Advisory Circular.)

I ~

~ .

Many different

things will work

- -

- - ~

---_

/

/

/ /

if you need to fab

/ I ~ v

ricate

a ground

U

plane.

One-half

METAL FOIL UNDER

inch wide copper

FABRIC OR WOOD SKIN

burglar alarm tape

NOTE: THE LENGTH OF EACH

Radio/Intercom

Matching

H.G.

FRAUTSCHY

If

you use

a

King

KX 99 radio

and

a Sigtronics intercom,

you might notice some difficulty with the intercom's

squelch

circuitry. With

the radio turned

on, you may be unable to

squelch out the cockpit

noise.

This

can

also

happen with

other

headsetlintercom combinations.

A

slight mismatch

-

tween the different manufacturer's components is to blame.

If we

assume

the output from

the

radio's audio

signal

is

too high for the intercom, the problem is easily solved. A"

that

has

to

be done is

to

solder

a sma" liS-watt,

ISO-ohm

resistor into

the patch cord

for

the radio's audio

output.

The

adapter cable

pair supplied by King with

the

radio

didn't

hold

up to

being

plugged

in

and

unplugged repeatedly-the

wire

strands

in

the

thin cable

finally fractured.

Since

I

was

forced to make up

a

set of new cables,

I

used

a

pre-made flexi

ble audio cable from Radio Shack.

I liked

the flexible cable from

which

the pre-manufactured Radio Shack cable

was made, but I

didn't use

the connectors

on either end! The

cable

is similar in

flexibility to test lead wires, but,

of

course,

it has

multiple

wires

enclosed in

the neoprene rubber jacket.

I prefer the

150 Resistor

quality

of

the

high-

end Switchcraft

connectors, which

are often

used

for

original

equipment

manufacturer

(OEM)

applications

in

air

planes.

I

went

to

my

local electronics

supply

house to obtain

the

Switchcraft

parts. Many

of

their

parts

are

mil-spec

quali

fied. For the audio input cable, I used

an

all-metal

Switchcraft heavy-duty 1I4-inch

in

line phono jack. If care

fully

done,

there is

just enough room inside

the backshe"

of

the connector

for

the tiny resistor to be soldered to the cen

ter

electrode. In

the

photo

you

can also see

the heat

shrink


8/36

If

you re unable to get satisfactory results from your

GPS and communications radio and

you

feel

you

must use

an

antenna mounted on the outer surface

of

the airframe,

be

sure to follow acceptable methods

and

practices.

As

always, vintage certificated airplanes must com-

ply with their type certificate, so if you want to install

some

sort of

radio

system,

be sure to

consult

your

friendly

A P

maintenance technician.

Now let's have some fun

If

you just installed a ra-

dio

system

in your classic or antique airplane,

you

need to test all of the

functions

of

your

new radio.

One thing to keep in

mind

about navigation signals is

their polarization. Navigation signals are hOrizontally

polarized, and communication signals are radiated

vertically. That's why a communications

antenna

will

not receive a nav signal as well,

with

a shorter effec-

tive range. It will take at least five to 10 flight hours of

testing and maybe a cross-country of 200

miles

or

Here s

an ICOM

A 21 nav/comm mounted

on

the instrument

panel

of an EAA

Biplane. This radio is connected to a stain

less steel whip antenna mounted on top of the upper wing.

The battery pack is removed from the radio to save space

and weight the radio is hooked up to the battery in the air-

craft.

In

this simple electrical system, there is only a battery

and starter; there s

no

generator or alternator. Again, the

more to properly determine if

the

new installation is

working well. At least that is

what

I tell myself-can

you

believe I've

been

accused

of using any

reason

to

fly?

Keep em safe and keep em flying.

Another installation:

This 1940

Luscombe 8B was equipped

with a King KX99 comm radio and a stainless steel whip

an-

tenna located

on

the top of the fuselage behind the fuel

tank. This radio is also connected to a Sigtronics portable

intercom. Since the Luscombe

had

a really nice original-style

instrument panel , I didn t want to drill holes in

it to mount


9/36

REMIN ISC ING WITH DUTCH

Engine failu

Selected excerpts from Holland Dutch Redfiel

d s

The Airm en s ky Is ot The Blue

Fred McGlynn s Fairchild 24 used

in the

instrument

course was a fine

airplane

and

a real joy

to

fly. The

flight control hinges, push tube

ends, etc. were equipped with ball

bearings instead of mechanic-oiled

brass bushings as on most other air

craft of the day. When

the

controls

were

pressured,

no matter how

lightly, the return feel to the pilot s

fingertips was

that

of the sky itself.

The Ranger engine was

exception

ally

smooth

and quiet with a lovely

sounding exhaust.

One late morning during a training

flight instrument procedure turn on

the south

leg of

the

Syracuse

radio

range station, the Ranger suddenly

be-

came quieter still and the propeller s

disc before us became an unmoving

stick of bug-spattered wood.

A few minutes previously we had

HOLLAND DUTCH REDFIELD

lovely

pastured

hills

south of

Syra

cuse. All

knew ther

e was

plenty

of

fuel aboard,

and

I had

no

idea what

might have caused the engine

to

come

to

a silent standstill. There

were several large

and

lovely fields

below

with plenty

of

time to

select

which seemed the best. This was my

responsibility,

and

I really wished I

were

seated on the airplane's left

side where

the

rudder pedals were

equipped with brake pedals.

The sounds of unpowered gliding

flight were pleasant and new to me,

but the price paid was a steeper than

usual glide due

to

th e drag

of

the

stationary

propeller.

t

was a

la t

e

morning soft spring day. Winds were

light.

A concern was that the field

might be soft from the pr ev ious

day's

rain,

perhaps causing th e

Fairchild s wheels to sink in

and

flip

cowling.

Why had

the

engine

stopped? I clambered up on the wing

support struts to check

fuel in

the

right wing

tank

.

t

was full.

We

had

n t been using fuel from

that

tank .

Then the left

tank

. It was half full as

expected.

The engine had certainly

quit

cold

and with

no

warning.

We re

moved the engine cowling. The fuel

lines were intact

with no

seepage.

The next thought was

the

position

of the

left fuel selector valve,

the

tank we had been using, located on

the headboard above the left cabin

window adjacent

to

th e left pilot s

seat. The rolled

up

cloth

hood

cov

ered the

selector. When unrolled,

the selector valve was found to be

in

its mid-position, halfway between

OFF

and ON. Earlier, when the hood

was being rolled up prior

to the

seat


10/36

H.G.

FRAUTSCHY

Free hand design work is still being done,

most notably

by

those who still hand letter

signs and store windows. Andrew King's

Ry

an

M l

, shown here, was lettered by a

local sign painter. It serves to remind us

that there are often talented people who

would love to help us with our restora

tions- ali we have to do is ask

A

airly regu lar

question

we

get

here

at

VAA

headqu ar

ters concerns

the

layout of

markings on older airplanes.

When putting registration markings

on the

wings

and

rudder, the exact

To refresh your memory, the cur

ren t reg ul ations co n ce rni ng

markings for old er aircraft are con-

ta

in

ed in t

he

FARs

in

Subpart C

Nationali

ty

and Registration Marks

under 45.22

Ex h

ibition,

Antique,

LETIERING AND

.........

......

All

airplanes

ther

the C. A. A.

regi

numbers or license numbers . In

addition to the

numbers

carried,

almost

l l

airplanes

have some


11/36

toward

the leading edge , the

height

to be

at

least

four-fifths

of

the

mean chord : Provided , how-

ever ,

that

in the event

four-fifths of the mean chord is

more than

30

inches the height of

the

letters

and

figures

need not

be more , but shall not be less

than

30

inches .

If

the lower

lef t

plane is

less than

one-half the

span of the upper left plane , the

letters or figures thus described

shall be on the under surface of

the

upper le f t

plane

, as

far to

the lef t as

is possible . In

the

case of a monoplane the mark

shall be displayed on

the

lower

surface of the lef t wing and the

upper

surface of the right

wing

in the manner

thus described

.

On

gliders

the

letters and/or fig

ures

shall

be displayed in

the

same manner and place

prescribed

for

airplanes except the minimum

size shall

be

15

inches

in

height

and

10

inches

in

width

using

a

2-1/2

inch stroke

. The marks

shall also

appear

on both sides

of

the vertical

t i l

surface or

surfaces of size

as

large

as the

surface

will

permit , leaving a

margin of

at

least 2 inches .

D) The width of

the

letters

and figures of all marks shall be

at

least two-thirds of the height

and the width of the

stroke

shall

be at leas t

one-sixth

of the

height . The letters and figures

shall

be painted in

plain

black

type

on

a white background ,

or in

any

color on

any background , but

there must be a strong contrast

in with pencil .

For

out l ining

the smaller

block numbers and le t ters , such

as those required

on the

t i l

group ,

much

time

will

be saved

i f

a lettering guide of

the correct

size and

proportion

is made . A

le t ter ing guide of this nature

is shown in

Fig.

I .

Using this

guide

as a template the

out

l ines of any number and most

l e t ters can be quickly

traced

directly on the surface .

e t r e r i n ~ u d e

FI6 I

M SKING

After the

numbers

or le t ters

have been outl ined by

pencil

they should

be

blocked

in with

masking tape , as shown in Fig .

II

. f

the

l e t ters are to be

painted by

brush , a single

line

of

masking

tape

,

as

shown ,

will

be suffic ient . If the l e t ters

are to be spray painted any por

t ion of

the

wing

l ikely

to be

affected by

the

spray

should

also

be masked .

This may

be done by

ance

is

not of prime importance ,

i t

is

desirable to use a stencil ,

as this

is

a much faster method

of

lettering or

design

painting

.

Places

where

stencils

may be used

to advantage include the

No

Step

signs , Lift Here signs

on wings , Capacity of Baggage

Compartment

signs etc

.

The

s tencil

consists

of

a

plate

,

usually

of s t i f f card

board or thin metal , from which

the

design

has been cut . The de

sign

is t ransferred to

the

surface

by

holding or fastening

the

stencil

to the surface with

masking

tape

and spraying over

the entire

stencil

.

If

the sten

ci l is sprayed

,

the paint

shou

ld

be used

full-bodied

otherwise

i t will run underneath the sten

cil thereby spoiling

the design

outline . Stencils may also be

applied by

using a

short

, heavy

brist led ,

st ippl ing brush

. If

this is done, the

material

should

be used full-bodied and

should

be applied

with vertical

strokes.

Do not attempt

to

t ransfer the

design by brushing over

the sur

face of the stencil , as runs will

surely

result

.

FREE H ND DESIGN

The

free

hand painting of de

signs

on

ai rplanes

requires

considerable

experience in

that

line ; however , if the design must

be painted by

the

mechanic,

the

following

suggestions

may

be of

assistance

: Draw a pencil

out

line

of

the desired

design

on a


12/36

The aking of

a

grew up

in

Natick,

Massachusetts,

only one hour

of thumbing

rides

to

Marl

boro Airport-

a

l,700-foot

paved strip

with

tall trees

at

both

ends,

in Marlboro,

Massachusetts.

At

10, I used to go

to

the

airport to

watch the planes fly,

try to

bum rides, and

dream

of flying someday.

Don

Dorr had a small

shack-like

office on

the

field

to

sell planes. He

used to bring in planes, many of

which

were

beautiful

Beechcrafts.

The year was 1959.

I started

taking

flying lessons at

14 at Marlboro,

with

another Don,

the airport owner. We flew in his

Cessna 172. I continued my flying

lessons at different places in differ-

ent

planes,

including

Blue

Hills

Civil Defense Airport

in

a

Navion

and

Norwood

Airport in a Chero

kee

. My flying

achievements

included private and then commer-

cial certificates, a

multi-engine

STEVEN

W.

OXMAN

flight school. Only today, after own-

ing

and

working

on

my

own

plane,

do I realize

how

poorly my preflights

were. Only

now

do I realize

how

lit-

tle I was really checking the aircraft

systems, controls, and engines.

My First ircraft Purchase

A

little

over six years ago, I pur-

chased my

first

plane,

a

1959

Beechcraft

Bonanza. t

had about

2,800

hours

on it. It was original in

every respect. From 10 feet away, it

looked decent.

To the neophyte

air-

regularly flies Beechcraft

aircraft. During this

flight, a number

of

other

mainte

nance items

became

appar

ent e.g., we

lost the right

brake

on the

third landing).

By

the time the

Oklahoma to

Maryland

flight

was

over, we

had

documented approx-

imately

30

items that

would

need

attention.

When

I

arrived

in Maryland, I

turned

the Bonanza over

to an

A P.

He worked off my new punch list.

This

A P

worked a lot

on

larger air-

planes

and

corporate jets. I quickly

learned

that this

A P was expen

sive and only did that which you

identified. Therefore, I sought out

another A P.

The second

A P had

some expe-

rience

with

Beechcraft aircraft,

typically worked

on

aircraft

the

size

of

my Bonanza, and charged more

reasonable rates. This A P immedi-

ately identified some items that

the

other

A P

and

I

had

not identified,


13/36

plane

up and

get it in compliance. I

also asked

my A P to

do some cos

metic work

on

the plane (e.g., repair

a torn

seat

and replace the carpet

ing).

He

told

me

that

he had

a

backlog of work

and asked

me

i f I

would assist

with

this effort, work

ing under his direct supervision. He

especially

wanted

me to consider

doing

anything

that

I legally could

do on my

own, like the

upholstery

work. He quickly taught me

where

to

look

to

determine

which

tasks

I,

as the

owner/pilot, could legally per

form on my plane.

Thus

far,

I had never touched

the

plane. Although I

had done

a lot

of

work on

automobiles

through the

years, I was nervous about touching

my plane.

EAA AOPA, and My

A P

Effected

Course

Change

Through

the

years, I had read

EAA and AOPA magazines. I had

read

of EAA members restoring

their

planes. I

had read

of

them

competing

their

completed planes.

I

had

read

of

AOPA

having

re

storation projects, giving

away

completed

ones

to lucky

AOPA

members.

I was always

impressed

with the results . Now with

my A P

suggesting

that

I work with

him

on

my

plane, and me wanting to

get

the

plane to look and operate

nicer

and

more

safely, I

started

to

consider

my

A P's offer.

At first, I thought I would just get

the

plane to look decent

and

be safe.

But

as

I started to work

on the

plane,

and

nuts, old screws, old Tinnerman

nut plates,

and

old wiring that was

not connected to anything.

So

the

carpet job became a clean up

the

subfloor

spaces ,

replace

the

floor

boards,

and

replace

the carpet.

When

I did this project, I inspected

all

parts,

cleaned up all parts, re

placed all old

fasteners,

and

documented the work with notes

and

photographs.

Before long, I was doing

the

same

kind

of

clean up, fix

up

, repair

and

replacement

activity

to the

engine

compartment,

the

wings, the

rear

fuselage,

and the

empennage.

By

that

point, I was going

to EAA

fly-ins and

reading

magazines like

EAA's intage Airplane I

watched

people compete their planes. I saw

some very impressive planes. I really

admired the restoration jobs. These

events stimulated

me

to more than

fix

up my plane.

These events en

couraged me to change my course

and

do a complete restoration.

Restoration Project Goals

I work

in the computer systems

field. I am often the program man

ager for

long, important projects.

This

background

impacts

all my

projects,

and

this plane

restoration

project would be no different. There

fore, the first

thing

I decided to do

was to determine my project goals.

My restoration goals included:

l.Have a legal airplane,

2.1nstall as many, new safety fea

tures

as

I could afford,

3.Install

a

modern avionics

pack

gin of safety.

My plane was built in 1959. Since

that time, a lot

of

safety-related ad

vances have occurred. One example:

thick

er,

one-piece windshields.

These

windshields provide greater

protection

against

bird strikes,

greater forward visibility, and de

creased cabin noise. Also, some

safety-related items

that

were avail

able in 1959 were

not installed

on

my

plane, which I

opted

to install

now.

The installation

of

wing-tip

tanks was one of those installations.

My plane came with VOR-based

Nav/Comms, an

ADF,

some

switches and a discreet amplifier in

lieu of an

audio

panel,

an old in

tercom that

was difficult

to

squelch, a

transponder,

and

an

old

marker

beacon

receiver. To

com

plement

these devices,

the plane

had

old, rusty

antennas.

There was

no GPS, autopilot, stormscope,

or

TCAD.

The

engine instrumenta

tion was old and of

questionable

calibration.

Therefore, the avion

ics, the antennas, and the

engine

instrumentation

were all upgraded.

My plane had been repainted in

1974, using the more modern 1970s

paint scheme.

t

looked nice,

but

it

was not

representativ

e

of

the year

my plane was built. Therefore, I re-

searched

the

paint scheme, available

colors, and color combinations

that

were available

to

new Bonanza buy

ers

in 1959. I was lucky

that an

archivist at Raytheon/Beechcraft in

Wichita, Kansas, had a lot

of

mate

rial on

the Bonanza line

and was


14/36

BY

H

FR UTSCHY

SEPTEMBER S MYSTERY PL NE

CHIPPEWA SCOUT

Ryder Olsen of

Burnh

am, Illi

n o is , se

nt

Se

pt

e

mb

er s Mys tery

Plane to us

Here s the note Ryder

se

nt along

wi

th

th

e

ph

ot

o:

Encl

ose

d

is

the photo

of

the Olsen

monoplane

ca

lled th e Chippewa

Sco ut. This plane

was

des igned

an

d

built

by

my fath er in

1 926

in

Chippe

wa

Fa

ll

s

Wi

sco

nsin.

Po

wer

was a thr

ee

-cylinder Szekely radial

eng

in

e. Accord

in

g to my oldest brother

and my dad th ere were three

of

these

completed by

1

928

.

This plane a

p-

pea rs in Sp o

rt

Av iation , A ugust

1

9

1, in th e article Th e Olsen

Story.

I

The spec ific

at

ions were

in -

clud

ed in th

e

ar

ti

cle

.

t is

my hope to

fi

nd on e

of

these

planes or at leas t a part of one. I d

like to he

ar

from anyone who may

have known my

fa

ther

or

who

may

h

ave

any knowledge of this airplane.

Pe

rhaps there

is

one of th

ese in

a barn

THIS

MONTH S MYSTERY PLANE COMES FROM THE

som ewhere. J m also l

oo

king for a

thr

ee

-

cy

linder

Szek

ely.

George Bud Hays

of

Lowell, In

diana

sen t us an e-mail

wit

h th e

correct answer,

no

t

ing

that

he

be

li eved

abo

u t

20 kits

for

the

Chippewa Scout were delivered be

for e the company closed up shop

in

1929.

Another correct answer

wa

s also received from

Frank

Pav

li

ga of Rootstown, Ohio.

SEND YOU

R

ANSWER TO:

EAA

, V

INTAGE


15/36


16/36

WHAT OUR MEMBERS ARE RESTORING

BY

H.G.

FRAUTSCHY

T

R I P A C E R

Completed

in

2000

this 1960

Piper

Tri

Kingsley owns the sharp Piper, which includes

Pacer was restored by Evans McCombs of

a

refinished

interior

new

paint and an en

Evans Aircraft in Peyton Colorado. Doug gine-driven vacuum pump.


17/36

CESSNA 195

CF-EMP was manufactured by Cessna

in

1949

and

directly

exported to

Canada.

Its logs

start

on

August

24,1962, and owner Doug Moore, 8950 SE 72nd

Av.,

Leeward Air

Ranch,

Ocala, FL 34472, asks

that

any

members who might know of

the

whereabouts of th e

first three logbooks contact him directly.

In the early 1960s, the aircraft was used by Sky Harbor

Air

Service of Goderich, Ontario, in regular service be

tween Toronto, Canada, and Chicago s Midway Airport.

Doug

found

the

airplane in a

hangar in

1966,

and

bought it from Al Goodenough of Oshawa, Ontario. A

checkout by fellow Air

Canada pilot

and fellow 195

owner Dick Reid

followed, and

Doug

and

his wife,

Cher, made a series of enjoyable trips

south

to

th

e

Florida Keys and west to Colorado.

In 1974, during the 195 International Fly-In, Mor-

timer Brown, a retired Cessna test pilot, approached

Doug. Brown remarked

that the

195 was his favorite

airplane in the Cessna stable, and

that he

remem

bered that CF-EMP was

the

first one eqUipped with

the escape hatch installed

on

the left side.

Mort

Brown

even

offered to copy his logbook showing his

flights in 1949 in

CF-EMP.

Those logbook copies would prove to be invaluable

when Doug

and

Cher retired to Florida, and embarked

on

a restoration of

CF-EMP,

which they eventually regis

tered in the United States as N6381D. An alternator,

ILS

receiver, strobe lights,

GPS

, new instruments, and many

other improvements and new parts were included in the

restora tion , including Ray Woodmansee s sump tank

conversion, which minimizes the

amount

of oil de

posited on the windshield and belly of the Cessna.


18/36


19/36


20/36

It was at about the same time that

port, a longtime roost for lots of Bay

area antiques.

III don't

remember how I found it

the first time,

but

it was too

far away

about 30 miles, to get

my

parents to

take me over there when I wanted to

go.

So

I just started riding my bike. I

was

only

16

at the

time

and didn't

know that most people would con

sider a 60-mile round trip on a bike

to be pretty long.

It was at Hayward

that

he got his

first serious initiation into the world

of the antique airplane.

III met Frank

Ramos,

a well

known local pilot, and he loaded me

into his Fairchild 24 and took me up

to Schellville

airport,

he

almost

laughs

as he

says it.

couldn't

be

lieve all

the

antique airplanes. I was

seriously in love.

At

the time

Eric

was only 16

years old,

and the

exposure

to one

of

the

West Coast's

hotbeds

of an

tique airplane activity set a course

for his life.

lilt was about that time I became

an honest to goodness

airplane

owner. Sort

of,

anyway,

and

he

laughs again. IIWhen I was taking

the train

into town, I

caught

a

glimpse of an Ercoupe sitting behind

a

house in

a

residential neighbor-

hood. I took the train back and forth

a bunch of times until I could figure

out exactly how to find it

on

surface

streets. I knocked

on the

door,

and

the

guy

told

me to go away. But, I

didn' t. In fact, I kept bugging

him until he let me start work

ing

on

it. The deal was, I'd do


21/36

situation. Then I ran into

The Prestens weren't

Gordon

Bourland

on

the

looking for a show quality

field.

He had

a Taperwing

airplane. What they wanted

and a Waco

EGC-8.

In fact,

was a

practical

piece of

the

EGC was

supposed

to

transportation

that

they

have belonged to Howard

could afford and trust. Plus,

Hughes at one time. Any

it was going to be a work

way, we

got to talking,

and

Eric based the Clipper S unique float installation on the

ing airplane and the mount

I was

explaining how

I re

struts used

on

the float-equipped Cessna 150.

for Eric's

photo

missions.

ally

wanted

to take flying

For

that

reason, they never

lessons, but couldn't afford

did what most

people

it.

He

said 'Come on down

would consider a complete

and mow

grass,

and

I'll

restoration

on

the airplane.

teach

you. '

Our approach has been

I t

was the kind of a deal

to

restore, fly, restore, fly,

no serious av-addict would

and

work on

the

airplane

pass up,

and

Eric says he in sections. We've owned

did more flying than he did

it

13 years, and during

mowing, plus the job defi

that

time it

has been

nitely had its perks. down for a

total

of four

When

I

had about

72

and-a-half

years,

but

the

hours, Gordon turned me downtime hasn't been all

loose in his Taperwing. To at once. The longest

time

The six instruments required for basic VFR flight (the fuel

top it all off, I never paid a it was

down

was while do

gauge is

in

the middle of the tank) plus a slip/skid indica

cent for my flying.

I t

was a

ing the

fuselage,

and that

tor are all Eric installed

in

his non-electrical Clipper.

To

total work-to-fly program. took 23 months.

raise and lower the landing gear mounted on the amphibi

When it came time to go You're always looking

ous

Murphy

floats a manual hydraulic

pump

bolted

to college, Eric went to Cen

between the front seats, is used.

tral Missouri State where he

graduated with a degree in aeronau

tics.

During one

of his summer

vacations he was working for his fa

ther at

his

vineyard in northern

California

when

he met one

of

his

dad's friends.

He

had

put

out a couple

of

books

on the

history of Fords,

and

we started talking about what

it

took to produce books.

By that

time

I had a

ton

of antique airplane pho

tographs

. I

showed

some of

them

to

him,

and

he convinced

me I

Eric says, Yep, we

got

married,

and

nine months

later we had an

airplane.

Any airplane they

bought had

to

be something they could afford,

which meant it had to be something

in

which Eric's

mechanical

ability

and

sheer

tenacity would

make

up

for a less than perfect condition.

I

found it sitting in an open-face

hangar

in Dade County, Florida. It

was a flying airplane, but it had been

stored in that open hangar for 18

for more performance out

of

any airplane, and

a

Clipper with

the

original 0-235

flies just fine, but it's

not

a rocket

ship. I couldn't

afford

a

bigger

engine

at

the time,

so I

started

looking around

for

an Aeromatic

prop, figuring

that might

be a way

to get cheap performance.

I

put the prop

on,

and

I'd fly

it

for a while. Then I'd change some

thing

,

maybe the counterweights.

Then

I'd

fly

t some more and

change something

else. I played

with the prop for a long time. Then


22/36

F200-00-74E,

so

not

only

is

i t

long, but the

IE'

signifies it has extra

bl

ade width, so I guess it's probably

considered a seaplane prop. Anyway,

that

one

flight with

the old

prop

showed that the Aeromatic had cut

th e takeoff

run

in half and nearly

doubled the rate of climb. I

don t

think I'

ll

be u

si

ng a fixed-pitch prop

again on this airplane.

Eric's Clipper got

another

major

performance boost when he stum

bled across a new engine for it.

I was in New Zealand shooting

pictures and found a 150-hp,

0-320

at a price I couldn t turn down. So,

now

not only

do

I

have

the

Aero

matic, but the 0-320 as well, and

th e co mbination makes this into a

different airplane.

I t

also mak

es

it

much easier to

fly

with the floats.

Incidentally, Eric points out that

he

fl

ew

th e airplane for 1,000 hours

before putting the floats on it, and it

had the

one-piece, seaplane

door

during most of

that

time.

I

put

the swing-up door

on it

because it works so well for photog

raphy. It gives me a big open space

to shoot

out

of.

able in kit form. So, I got my

hands

on

a kit and started building. I did

n t

expect it to take so long to build

them, however. There are 14,000

riv-

ets in

the

two of them,

and

we

quickly realized I'd n ever get them

finished unless I

made

them

a first

priority. So, I dedicated eight hours a

day, over

and

above

the normal

work stuff, to the floats .

It

took ex

actlya

year, or about 2,000 hours, to

build and mount th e floats.

I engineered the

mounting

sys

tem using Cessna 150 lift struts. I

was fortunate in finding

an

original

Clipper ventral fin, and I've been

told th ey only built a handful

of

those. I did a really thorough job of

documenting

all the engineering

and then

applied

for a one-time

field approval. The

FAA

crawled all

over it, studied the paperwork, and

gave me the approval.

As

is

always the case with any air

plane on which amphibiOUS floats

are

mounted,

the useful load of the

airplane

suffers. In this case, Eric

says it

lowered

the us eful load to

A Lycoming

0-235

and an Aeromatic

prop combine to give Eric a takeoff

time of 17 seconds on the water or

it will use about 700 feet of runway

when flown off pavement.

may look a little crude, but

that s

one of the trade-offs required to fly

floats. Even with the floats on it, the

empty weight is only 1,156 pounds.

I'm proud of that.

So, how does

the

Presten all-pur

pose aerial conveyance

fly?

''It flies surprisingly well consider

ing all that stuff hanging

out

there.

It ll get off a runway in about 700

feet

and

off water in

17

seconds

with no wind.

It

still climbs at 500

feet per minute at gross, and most of

the time it s at gross because you

don t

have any

choice. On

cross

countries

we flight plan it

at 110

miles per hour, which

is

fast enough.

We're in no hurry.

They made their trip to EAA Air-

Venture Oshkosh 2002 an epic

journey, as they flew the full length

of

the

Mississippi River (approxi

mately 2,550 miles) and turned their

month-long trip

into

104.3 hours of

flying, 1,000 gallons

of

gas burned

while crossing

21

states. Deb does

part

of

the

flying, as

she

soloed in

the

airplane and flies

it regularly

this is only fair

since

she

also did

much of the fabric and Poly-Fiber

finish work.

There

were a

lot

of fancier air

planes on the line at EAA AirVenture

Oshkosh 2002 (although it did

win

the

Outstanding

Piper award at

Oshkosh 2002), but it's doubtful if


23/36

P SS T TO BUCK

BY

E.E.

BUCK HILBERT, EAA #21 VAA #5

P

.

Box

424,

UNION

IL

60180

Situational

awareness

One of the greatest assets to open

cockpit navigation

has

been

the

latest in handheld

equipment-the

GPS and

the

nav/comm radios. As

you well know, trying to read a sec

tional

map

with

the slipstream

whipping

through the cockpit has

always been a real trial for the "hel

met

and

goggles advocate. The

noise-attenuating headsets sure

help, too.

But have we forgotten that one of

the first rules of the games we play

as pilot in

command

(PIC) is situa

tional awareness? As PIC, you are to

have all the

latest

information in

hand and mind before

and

during

your

fl

ight.

Is

this

the

case

when

a

pilot takes off on a cross-country

and on ly carries a GPS?

What

brings all this to mind is

overhearing a

conversation

where

one guy was telling another that his

GPS wen t out, and he was com

pletely lost. He was in a real funk.

And

he

didn't

even have

a

map

in

the cockpit to refer to even after he

dropped down and read the sign

on

a

wa

ter tower.

The story ended when

he

found

nav/comm, where do you get the in

formation

concerning

fr

e

quencies

and airport information for en route

stations? (l'm assuming you already

looked up that information

when

you

planned

your trip.) But

what

if

things change during the flight?

A current sectional or flight chart

is your "ace in the hole."

But have

we

forgotten

that one

of the first rules of

the games we play

as

pilot

in

command

is situational

awareness

(To

drive home

the point

Buck is

making, here's a bit of personal ex

perience.

I'm

a

big

fan of

online

flight planning,

and

1 often use

www duats com

and the EAA Flight

Planner to set up my cross-country

flights . I also use their

downloads

and

looking out the window that

much faster -H.G. Frautschy)

Also,

have your personal items

on

hand in case some law enforcement

or public official asks you for them.

Under

the

FARs,

any

law

enforce

ment or

public official can ask you

for them. You should have your cer

tificates, your medical, a second

form of picture IO , and some proof

of

currency with you. This is a

Catch-22-you need not carry your

logbooks in the

airplane,

but you

should

be able

to

prove currency in

the

airplane, and be able to show a

current

flight review or some form

of proof that you are legal. A photo

copy

of

the relevant page in your

logbook would be fine.

This doesn 't only apply to cross

country

flying either.

You

could be

in

the

pattern, shoot ing landings or

just sightseeing, and when you land,

there sits a state trooper, or a local

airport

offiCial, or

just about

any

public official, and he asks you for

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24/36

••

WALL

CALENDAR

-

EAA

Celebrates a

Century of Powered Flight

with

the most

exciting and

most

loved

aircraft

designs

of the century

Q: Looking for

a

fun

way

to support

f programs plan your month and

enjoy some of the finest examples of

aviation

photography?

A:

World of Flight 2003 accomplishes

The

Making of

a

co

nt

inued

submitted my materials

to

the

American

Bonanza

Society

ABS)

and the World Beechcraft Society

(WBS), who immediately started

publishing my materials as techni

cal

articles and

product review

articles. I started getting telephone

calls from all over

the

country

and

abroad, asking for more details and

assistance with

other

Bonanza

and

Beechcraft projects.

I

soon realized

that my articles were being used by

a lot of Bonanza and Beechcraft air

craft owners and repair shops. I

then

submitted

proposals for pro

viding presentations at conventions

like the annual ABS

convention,

the

WBS

Convention, and the

fo

rums at Sun n Fun. My proposals

were accepted and

my

presenta

tions

were

well

attended,

accompanied

by lively question

and answer periods. N12711 is

likely one of

the

most documented

and

written about planes around. I

take

great

enjoyment in

assisting

others

with

the restoration

and

maintenance of their Bonanza

and

Beechcraft aircraft.

The last goal for my restoration

work is to

compete

and

win

in

contests like

Sun n Fun

and

Oshkosh.

As of this

writing,

N12711 has

won

Outstanding Cus

tom

in

the

Contemporary category

at Sun n Fun. At Oshkosh, N12711

might have a better chance

at

the

top

award since items dealing with

safety

and avionics

do

not auto

competition. Most good judges will

see through this strategy.

The best strategy includes doing

all the engine , mechanical, and

fuselage work first, followed by

the

instrument panel

and

avionics

work second, followed by the inte

rior and glass work, and then the

paint job. All the work

should

be

accomplished

as

flawlessly as pos

sible. During this work, keep good

records

and photographs

of your

work and projects .

The final steps

when getting

ready to

compete include

putting

your

documentation

and photo

graphs together. They

should

be

able

to

be easily

presented to the

judges. Also you should develop a

poster of your airplane

that

can in

clude

the

basic year,

make,

and

model information, together with a

photograph or two of the plane and

a few

interesting

facts about your

plane.

This poster should

be

dis

played near

the

front of your plane

for judges and enthusiasts to see.

Your restoration should also be doc

umented in

book

form (it's

worth

up

to

five points on your airplane's

score sheet ). There's a great article

on

the judging presentation book

at www vintageaircraft org Click on

How Do I Show My Airplane at

the

top of the web page.

When

arriving at a competition,

bring a clean up and touch up kit

with you. You should be

cleaning

your plane

on

site and touching

http://www.vintageaircraft.org.click/http://www.vintageaircraft.org.click/


25/36

• Started

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ASMEL-I,

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• After 58

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flying,

17,000 hours, including

2,2

hours Swift time

and

years flying

pipeline

patrol

in Cessnos

•

At age

75,

st

i

l enjoys

flying "46" Swift

purchased

in

1963

"Insuring with AUA

agent

10 years ago was a good move.

You

don t need to shop around every year. You know that AUA

will give you a fair price

and

no age penalty. They are an

h

onest, no nonsense company.

"

- Charles ummins


26/36

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in Omaha, Nebraska.

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27/36

FLY

IN

CALENDAR

In the ever-evolving ways we can communicate,

we ve created a very easy way for you to submit cal

endar of events items to EAA v ia

the Internet.

When your chapter, type club,

or

local group h as a

fly-in

you

want

listed

in

EAA s

online Calendar of

Events and in the pages of Vintage Airplane, log on

to

www.eaa.org/events/events.asp.

Fill in each section

(be

sure

to select

Vintage

u

nder

the

Division

pull

down menu) . Yo ur event will b e submitted for

posting on the

website,

as well as being

ad

ded to

the

calendar that is p u

blished

monthly in the

ma g

azine. It s much easier than sending a fax

or

a le

tt

er,

and your

event

will be

listed

almost

instantly on

EAA s website. For a couple

of

months, it will take a

bi

t l

onger

for the item to be

posted

on the Vintage

site. While you

can

still

submit

an event via

mail or

fax, the web -based method is

now

the preferred

way to get

your event the exposure you

want

. We ll

continue

to refine the presentation of

the

events on

the

web.

For

now,

all

events

are

posted in one

cal

endar, but in the

future

we will be able to sort

events by

type.

Let us know what you

think of

the

new system,

and start

planning

for a

great

fly-in

season

in

2003 .

The

following li

st of coming events

is

furnished to

our

r

ea

ders as a matt

er

of n-

formation only and

does

not constitute

approval,

sponsorship,

involvement,

con

trol or direction of any event fly-in,

seminars, fly mark

et,

etc. listed. To sub

mit an event, please log

on

to

www.eaa.org/events /e

vents.asp.

Only

if

Internet access is unavailable should

you

send the information

via

mail

to:,

Att: Vintage Airplane, P.O. Box 3086,

Oshkosh, WI 54903-3086. Information

should be rece

iv

ed four months prior

to

the

event date.

DECEMBER 21 Fort

Pierce

,

FL-

EAA

Ch. 908 Fly-In Pancake

Breakfast, Ft. Pierce

Int l

Airport. Info: 772-464-0538

or

772-461-7175.

J ANUARY

17-19 , 2003-East Lans

ing

,

MI-Great

Lakes Aviation

Conference. Michigan State U. Kel

logg Hotel and Conference Center.

Speakers include Capt. Al Haynes;

Pa

ul Bowen, aviation photogra

pher; Brian Finnegan, Pres. PAMA;

Bill

O Brien, FAA . See www.great

lak esa viationconference.com for

more info, or call 734-973-0106.

FE

BR

UARY 2 7-MARCH I-Mis

soula, MT-Montana Aviation

Conference, Holiday Inn, Parkside.

Workshops, seminars, nationally

recogni

ze

d speakers, trade show.

Info: Montana Aeronautics Divi

sion, P.O. Box 5178, Helena, MT

59604-5178. Phone 406-444-2506

or

fax, 406-444-2519, e-mail

[email protected].

MARCH 7-9-Casa Grande, AZ-45th

annual Cac tus Fly-In at Casa Grande

Airport. Info : wwwcactusflyin.org/

or

call

John

Engle,

480-987-5516

or

Dave Sirota, 520-603-5440.

http://www.eaa.org/events/events.asphttp://www.eaa.org/events/events.asphttp://www.eaa.org/events/events.asphttp://www.eaa.org/events/events.asphttp://www.great/http:///reader/full/viationconference.comhttp:///reader/full/viationconference.comhttp:///reader/full/viationconference.comhttp:///reader/full/viationconference.comhttp:///reader/full/wwwcactusflyin.orghttp://www.eaa.org/events/events.asphttp://www.eaa.org/events/events.asphttp://www.great/http:///reader/full/viationconference.comhttp:///reader/full/wwwcactusflyin.org


28/36

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OHIO AIRC

RA

FT INTERIORS

Parr Airport (421)

Zanesville, Ohio 43701

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VINTAGE

TRADER

Something

to buy

sell or trade?

Classified Word Ads: $5.50 per 10 words,

180 words

maximum

, with boldface lead-in

on

first

line.

ClaSSified Display Ads: One column wide

(2.167

inches) by

1, 2,

or

3

inches high

at

$20 per

inch.

Black

and white only, and no

frequency discounts.

Advertising Closing Dates: 10th of second

month

prior

to desired i

ss

ue

date (I.e., January

10

is

the dosing date for the March issue).

VAA

reserves the

right

to reject any adve.rtising in

conflict

with

its polides.

Rates

cover one inser

tion

per issue. Classified ads are

not

accepted

via

phone. Payment

must

accompany order.

Word ads may be sent via fax (920-426-4828)

or

e-mail

[email protected])

using credit card

payment (all cards accepted). Include name

on

card, complete address, type of

card,

card

num

ber,

and expiration date. Make checks payable

to

EAA. Address

advertising correspondence

to

EAA Publications ClaSSified Ad Manager,

P.O.

Box 3086, Oshkosh, Wl 54903-3086.

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29/36

Howard Hughes' Sprnce

oose

I don't know, Howard. Maybe

if we'd used Poly-Fiber we'd

have finished it on time."

Absolutely And because Poly-Fiber doesn't support

combustion,

fire

wouldn't have been

as

big a worry,

either.

The gargantuan Goose would have been

lighter

and stronger, too, able to fly even higher What a

shame

Poly-Fiber

wasn t

around back

then. Timing is

everything, huh

Howard?

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812-375-1954 fax: 812-314-0954

e-mail: [email protected]

Visit the Website: www.mikeshangar.com

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30/36

NEW

MEMBERS

Gary M. Kennedy

Charles McMahan

james

O.

House

III

Gregory

R.

Swanson

Terry Davis

Timothy

M.

Ayers

Marti Ayers

Tod Dickey

Thomas

E. Drake

Vernon Franklin

Michael Friedrich

james

W.

Keaton

Sr.

Leo G Parent jr.

Robert Peters

LeRoy Peterson

Terry L Stark

Roger Tollefsrud

Bob Fowles

Paul Calaba

Robert Cope

joel Hall

Steven Hicks

David

P

Lombard

David Lowther

Inder Singh

j.

Mike Pustek

Matthew Shafer

Strother Purdy

Sr.

Harris Bowen

Douglas j. Clukey

Edwin

E.

Flow

Donald R. Frankenberry

john

Frank Lemond

Robert Lillard

David

W.

Mctighe

Real E. Perras

Valdez

AK

Gakona

AK

Saginaw AL

Huntsville

AL

Bismarck

AR

Glendale

AZ

Glendale

AZ

Phoenix

AZ

Scottsdale AZ

Arlington

AZ

Phoenix

AZ

Peoria

AZ

Phoenix

AZ

Phoenix AZ

Mesa

AZ

Tucson

AZ

Mesa

AZ

Abbotsford

BC

Northridge

CA

Bakersfield CA

Venice CA

Linden

CA

Soquel

CA

Carlsbad CA

Woodside CA

Thornton

CO

Littleton CO

Bridgewater CT

Weirsdale FL

Winter Haven

FL

Orange Park

FL

Deleon Springs

FL

Havana

FL

Crystal River

FL

Cape Coral

FL

Zephyrhills

FL

jeff Adair

Shreveport

LA

Leonard Parmley

Ponchatoula

LA

Paul Wright

La

Combe

LA

Barry

T

Hynes

S Boston MA

Chester Piolunek Jr.

Severn MD

Charles

T

Dupuis Saco

ME

Bruce

E.

Lewis

Gorham ME

David Trucksess

York

ME

john

Feldvary

jackson MI

Albert E. Schiffer

Ovid MI

john B.

Busse Deer River MN

Hugh Faville

Roseville MN

Dean K. Knutson Golden Valley MN

Adam james Leonard

Rochester MN

Charlie Green Springfield MO

Randy Reed

Kansas City MO

William Carson Cornelius NC

Thomas W.

Glasgow

Ashville NC

Hep Porter

Gardnerville

NV

Karl Kunze

Pittsford NY

john

Panoski Scotia NY

Birdie

Saurenman

Water Mill NY

Dale

E.

Hanlin

Brunswick OH

Louis Leet

Centerville OH

Chris Pirrmann

Cincinnati OH

Patrick j. Schmeltz Bowling Green OH

Brett

S.

Frazier

Bend OR

Chester Gilliam

Rogue River

OR

Andrew

Conner

Unionville

PA

Gary Schlegel

Palmyra

PA

Rodney Ouzts Pickens

SC

Marcia Lynne Barnes Mountain City TN

Ernest

B.

Betancourt

Lascassas TN

james Cowley

Sulphur

Springs TX

Robert D.

Garnett

Marion TX

Faye Hamilton

Weatherford

TX


31/36

VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS

President

Vice-President

Espie 'Butch'

Joyce

George Daubner

p,O

,

Box 3S584 2448 Lough

Lane

Greensboro,

NC

27425

Hartford,

WI 53027

336·668·3650

262·673·5885

wind

[email protected]

vaaflybo

y@

msn.com

Treasurer

Secretary

Charles

W. Harri

s

Steve Nesse

7215 East 46th SI.

2009

Highland

Ave

,

Tulsa

,

OK 7414

7Albert

Lea,

MN

56007

918·622·8400

507·373·1674

[email protected]

DIRECTORS

Steve

Be

nder

815

Airport

Road

Roanoke,

TX 76262

817·491·4700

sstl ()()@worldnet.att.net

DavId

Be

nnett

P,O

,

Box 1188

Roseville

,

CA

956

78

916·645·6926

[email protected]

John Berendt

7645 Echo

Point

Rd,

cannon

Falls,

MN

55009

507·263·2414

[email protected]

Robert C. "Bob" Brauer

9345 S

Hoyne

Chicago, IL

60620

773·779·2105

[email protected]

Dave Clark

635 Vestal

Lane

Plainfield, IN

46168

317·839·4500

vintage airplane - dec 2002

Documents