VOL. 29, No.

12 DECEMBER 200 t
SEASON'S GREETINGS
2 VAA NEWS / H.G. Frautschy
3 HALL OF FAME NOMINATION
4 HALL OF FAME INDUCTEE - TED KOSTON
6 LESSONS OF A PIPER CUB/Mark Werkema
8 MYSTERY PLANE EXTRA/Pete Bowers
10 MYSTERY PLANE
11 WHAT OUR MEMBERS ARE RESTORING
12 ERCOUPE BACK SAVER/Tim Fox
14 A GATHERING OF LUSCOMBES/Jonathan Bacon
16 CUB CRUISIN'/H.G. Frautschy
22 PASS IT TO BUCK/Buck Hilbert
24 WELCOME NEW MEMBERS
26 CALENDAR
30 VAA MERCHANDISE
WWW.VINTAGEAIRCRAFT.ORG
Publisher TOM POBEREZNY
Editor-in-Chief scon SPANGLER
Executive mrector, Editor HENRY G. FRAUTSCHY
V AA Administrative Assistant THERESA BOOKS
Executive Editor MIKE DIFRISCO
Contributing Editors JOHN UNDERWOOD
BUDD DAVISSON
Graphic Designer OLIVIA L. PHILLIP
Photography Staff JIM KOEPNICK
LEEANN ABRAMS
Advertislng/Editorlal Assistant ISABELLE WISKE
SEASON OUR. THOUGHTS
REVER.T GRATEFULLY TO THOSE WHOSE
AND LOYALTY HAVE
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VINTAGE AIRPLANE 1
COMPILED BY H.G. FRAUTSCHY
FRONT COVER: A beautiful fall day
in East-Central Wisconsin is the
backdrop for Carl Brasser's 1940
Piper J5A Cub Cruiser, restored to
Antique Grand Champion caliber
by Joe Fleeman. EAA photo by
LeeAnn Abrams, shot with a
Canon EOSIn equipped with an
80-200 mm lens on 100 ASA Fuji
slide film. EAA Cessna 210 photo
plane flown by George Daubner.
BACK COVER: Greenland and the
Lindberghs is the title of Sharon
Rajnus' watercolor painting, one
of the award-winning pieces of art
included in EAA's 2001 Sport Avi-
ation Art Competition. Sharon,
an artist before learning to fly in
the 1970s, has restored a Stinson
108-2 with her husband. They
flew it to Alaska, where she gained
a whole new appreciation for vast
expanses of untamed wilderness.
This new perspective has helped
her, as she has painted aircraft
and landscape paintings that
evoke an understanding of the
fragile nature of flight in what can
be a very hostile environment.
In 1931 and again in 1933,
Charles Lindbergh and his wife,
Anne, explored long distance air
routes that might be used by com-
mercial air carriers. In 1933,
exploration of Greenland was part
of the transatlantic search for suit-
able routes. Sharon's painting,
which was presented with an Ex-
cellence ribbon, depicts how the
combination of Lindbergh's Lock-
heed Sirius and the ice, snow, and
glaciers of Greenland might have
looked. It was Anne's idea to mod-
ify the previously open-cockpit
configuration of the original Sirius
to the sliding, closed canopy
shown in this view.
Sharon Rajnus can be reached
at 30485 Transformer Road, Ma-
lin, Oregon 97632.
LAST MONTH'S
BACK COVER
Last month's coverage of the avia-
tion-related aftermath of September
11 pre-empted our listing for last
month's back cover. Loren Chant-
land, 4219 Pillsbury Avenue,
Minneapolis, Minnesota, painted
the back cover for the November is-
sue of Vintage Airplane. Presented
with a Merit ribbon by the judges
during EAA Sport Aviation Art Com-
petition, Loren's oil painting shows
A.E. Clouston and Mrs. Kirby Green
as they attempt to set a new record
for a round-trip flight from England
to Capetown, South Africa, and
back. Flying the de Havilland DH.88
Comet G-ACSS, they set a new mark
of 15 days, 17 hours.
VAA HALL OF FAME
On the facing page you'll see a
nomination form for the VAA Hall
of Fame. Our next induction will be
in the fall of 2002, and we are look-
ing forward to honoring someone
who has contributed to the area of
vintage aviation since 1950. Don't
be shy-if you know of someone
who is deserving of this honor,
please fill out the form and send in a
nomination. We've extended the
deadline for nominations to January
15,2002. Don't delay!
VAA JUDGING GUIDE-
LI N ES REVISED
An additional year for the Con-
temporary judging category and
two new awards for Custom air-
craft are among the changes
approved by the Vintage Aircraft
Association (VAA) Board of Direc-
tors. Both changes will be in effect
for EAA AirVenture Oshkosh 2002,
which will be held July 23-29 at
Wittman Regional Airport.
During its fall meeting at the
EAA Aviation Center, the VAA
Board approved two new awards
for the Classic and Contemporary
categories, recognizing outstand-
ing craftsmanship exhibited by
VAA members who choose to cus-
tomize their aircraft. The award
winners of the two new trophies
for Champion Custom and Run-
ner-up Custom will be presented
with Gold and Silver EAA "Lindy"
trophies, respectively. In the past,
the highest Custom awards were
Bronze "Lindy" awards.
"It's important that we recogni ze
the exceptional efforts made by restor-
ers when they choose to rebuild their
aircraft and incorporate features which
were not included by the original
manufacturer," VAA Executive Direc-
tor H.G. Frautschy said. "Many of
these changes have enhanced the reli-
ability and utility of the original
airplanes. Many people use their Clas-
continued on page 27
SEASON'S GREETINGS
Our thanks to Roy Redman of Roy's Air-
cra,ft Service, Fairbault, Minnesota, for
providing us with a reproduction of the
Waco greeting card we used on page 1.
Waco originally sent out this card in De-
cember 1931.
2 DECEMBER 2001
INTERNATIONAL VAA HALL OF FAME
DEADLINE FOR 2002 NOMINATIONS EXTENDED
Onthispageis thenominat-
ingpetitionfor theVAA Hall of
Fame. If youwishtonominate
an individualwhoyoubelieve
hasmadea significantcontribu-
tion to the advancement of
vintageaviationbetween1950
andthepresentday, pleasemake
a copy ofthisform, fill it out,
add supportingmaterialand
senditto: CharlesW. Harris,
P.O. Box 470350, Tulsa, OK
74147-0350.Please marktheen-
velope: VAA Hall ofFame, Attn:
C. Harris.
Please beas thoroughandob-
jectiveas possible.Attachcopies
ofmaterialsyoudeemappropri-
ateandhelpfultothecommittee.
The person you nominate
musthaveadvancedthefield of
aviationduringtheperiod 1950
tothepresentday. Theycanbe
a citizenofanycountry, and
maybe livingordead.Their
contributioncouldbeinthear-
easofflying, design, mechanical
oraerodynamicdevelopments,
administration,writing, orsome
othervital,relevantfield,orany
combinationoffields thatsup-
portaviation.
To be considered for induc-
tionintotheVAA Hall ofFame
during2002, petitionsmustbe
receivedbyJanuaryIS, 2002.
PersonnominatedforinductionintheVAA HallofFame:
Name____________________________________________________
Street_______________________________PhoneNumber________
City_____________________ State____Zip ________________
DateofBirth_______________ If Deceased,Dateof Death_____________
Areaofcontributionstoaviation_____________________________
Dateortimespanofthenominee'scontributionstoaviation.Mustbe be-
tween1950 tothepresentday.
Describetheeventornatureofactivitiesthenomineehasundertaken
inaviationtobeworthyofinductionintotheVAA HallofFame._____
Describeotherachievementsthenomineehasmadeillotherrelated
fieldsinaviation. __________________________________________
Hasthenomineealreadybeenhonoredforhis/herinvolvementinavi-
ation,and/orthecontributionyouarestatinginthispetition?
(Circleone) Yes No
If yes, pleaseexplainthenatureofthehonorand/orawardthenominee
hasreceived. ______________________________________________
Otherinformation_________________________________________
PLEASE ATTACH
ANY SUPPORTING
MATERIAL WITH Person'snamesubmittingthispetition: __________________________
YOU R PETITION FOR
Street_________________________________PhoneNumber ________
THE COMMITTEE'S
City_____________________ State _________Zip ________________
REVIEW.
VINTAGE AIRPLANE 3
TM
O
ne can contribute to vin-
tage aviation in many
ways, and Ted Costopou-
los (aka Koston) of
Melrose Park, Illinois, has managed
to get involved in many of them.
His first flight, made in 1937, was
in a Kinner-powered Bird CK bi-
plane. Ted's lifelong fascination
with photography blossomed, and
he was soon shooting aircraft on a
regular basis. During World War II,
he served as a naval aviation pho-
tographer aboard the aircraft carrier
USS St Lo (ex-USS Midway). His
naval service also included a stint
performing reconnaissance photog-
raphy in the Marshall Islands and
Guam.
Returning to Chicago after
WWIl, he opened his own photog-
raphy studio and immediately got
busy on a number of civilian avia-
tion fronts . He has served as:
President of the Illinois Air Pi-
lots Association
One of the founding fathers of
U.S. Coast Guard Auxiliary Aviation
In 1968, Ted pauses in the cockpit of a
Stinson SR-7B during the EM conven-
tion at the Rockford, Illinois, airport.
DECEMBER 2001
2001 VINTAGE AIRCRAFT ASSOCIATION
HALLOF FAME INDUCTEE

Ted's first flight in an airplane took place at the long-gone Wilson Airport on
the west side of Chicago, at the intersection of River Road and Lawrence Av-
enue. George King shot Ted posing with the Kinner-powered Brunner-Winkle
Bird CK, which was flown by Mae Wilson.
4
Flotilla 3-8 at Glenview, Illinois
Member of the O'Hare Senior
Squadron of the Civi l Air Patrol;
named the CAP's Outstanding In-
formation Officer in 1964
Director of the Cross and Cock-
ade Midwest Chapter of World War
I Aero Historians
President of the Illinois Wing of
the OX-S Aviation Pioneers and
Historians. In 1994 he was honored
Fellow aviat ion photographer Eric Lun-
dahl captured Ted with a few of his
favorite cameras in the area he has
documented for decades.
VINTAGE AIRPLANE
II.
by the national
OX-S organiza-
ti on during their
annual conven-
tion when he
was presented
with their Avia-
ti on Historian of
the Year award.
In recognition
of his dedication
to antiq ue air-
planes, he was
made an hon-
orary lifetime
member of the
Midwest Antique
Airpl ane Club in
1972. He's num-
ber 3-Dale Crites
and Paul Poberezny were numbers
1 and 2, respectively.
Ted was inducted in the Illinois
Aviation Hall of Fame in 1994.
Over the past four decades, Ted
has blessed EAA with his services as
a volunteer photographer. Starti ng
in the 1960s he shot some of the
most famous images of EAA and
VAA members and their aircraft. He
continues to contribute to Vintage
Airplane on a regular basis, and our
archive of images shot by Ted over
the years continues to be a valued
resource. Ted's photography h as
been published in EAA publications
and all over the world.
Our congratulati ons to Ted on
his induction into the VAA Hall of
Fame! .......
(Right) Ted Costopoulos, naval avia-
tion photographer, circa January
1943. Pensacola, Florida
5
T
here is something about old
airplanes.
If you have any doubts, walk
around the annual EAA convention
at Oshkosh for a couple of reminis-
cent hours amid the mid-summer
sky, gentle breezes, and sunshine of
a Wisconsin summer day, and take
it all in as you walk through the
parking areas of the antique and
classic categories of the Vintage Air-
craft Association.
I do it every year.
And when I lose that feeling over
time, I know how to regain it. I drive
to the small grass airport back home
on the far side of town in the early
hours of a day. I drag the Cub out of
the T-hangar. I briefly look east to
the long shadows and sunrise of an
ea rly morning summer. I follow the
routine, and it comes back. Perhaps
every pilot should consider looking
to the simpler times in aviation to
renew his or her spirit and cause.
If you have not flown the Cub
in a while, its draw and aura will
remind you of its ways soon after
you come back to it. It does not
DECEMBER 2001
take long. I had forgotten the sense
of attachment, the allure of the
t ail wheel, and the sounds of the
propeller and the engine coming
to life. The sights, the sounds, and
the smells combine to remind me
of yesteryear.
Over time, I came back to the
Piper Cub, the beginning of life for
me as a pilot. This was the founda-
tion of flying. Tailwheels, grass
strips, and wooden propellers. Let
the small airplane take you back.
And just fly the Cub. So, that is how
I approached this particular morn-
ing. Today, once again I let it remind
me of the real roots of flying. I am in
search of something in the sky.
The pre-dawn hours being gradu-
ally broken by the sunrise in the
east, the stillness of a new morning,
the sight of fresh dew still left on the
blades of grass on the turf runway,
and the slow sunrise to the east re-
minded me of the only perfect way
to begin a new day. Flying that
morning reminded me that there
was something in common that any
aviator could become instantly fa-
miliar with and know intimatel y.
For me, it brings back memories of
flying a Piper Cub at first light.
Drag a Piper J-3 C ub from the
hangar just before sunrise. Smell the
sweet, pungent, and ripe fumes of
the 100 low-lead avgas as you fuel
the tanks and put blood in its veins.
Preflight it in that typical routine
and ritual aviators appreciate. The
routine is mostly the same. It is
likened to a religious experience. Af-
ter you are finished checking out the
machine, start the engine and hear
the whirling of the propeller and en-
gine cough to life. Let it warm up to
the morning. Relish the classic tail-
dragger, the grass airstrip, and the
anticipation of flight as it slowly
builds in your soul. Anticipate.
The mere experience of it all waits
for any pilot.
Savor the experience of flight.
Every time I strap into a Piper
Cub, the feelings start coming back,
and most often as I remember, they
are the smallest things, those obser-
vant quirks that make the biggest
impression. Cinching the black seat
6
belt and shoulder harnesses,
pulling and pushing the primer
knob, turning the magnetos and
flipping the master switch on are
all part of the routine. Starting the
engine brings a familiar
blast of propwash
across my face and by
the open right door and window.
The engine-produced wind blast is
the first sound of the machine.
The roar of the engine, the wisp of
the propeller, and the airflow all
make me breathe deeply and take
it all in.
I ask myself, "Why has it been
so long since I have flown?"
The initial excitement always
comes back. I still feel like the 14-
year-old kid who took his first
flight lesson years ago in a Piper.
The allure is still the same, and the
captivating drive still moves me.
Then, taxi out to the grass run-
way amidst the growl and hum of
the prop. The right cockpit win-
dow is open. The cool rush of air
from the humming propeller stirs
the morning hours. You will get that
feeling. Guaranteed. For this is what
real flying is all about.
The grass. The sweet smell of
freshly cut rich, deep green summer
grass fades through the air. It has
just rained, and the damp smell of
the moisture-laden sky has cleansed
the humidity out of the stale sum-
mer air, cooling the earth and
clearing the murky haze of the mid-
summer sky.
It brings back memories as old as
my first solo in one of Mr. Piper's
airplanes. Ahead of me is 1,500 feet
of grass runway, and in an awaiting
sky I find pure escape. I start the en-
gine and slowly taxi to the end of
the airfield. I swing the tail around
with a gentle tap of a wheel brake
and a blast of power. I paint the
nose of the Cub into the wind, and
facing down the grass runway I
slowly apply power and easy right
rudder pressure and then roll down
the runway, slowly gaining speed
and bumping along the turf.
And then it happens at liftoff.
From the first moment when the
wheels leave the ground of a grass
strip, you know that this is different.
It is in that instant of a moment
where it is regained. It returns. The
magic of flight is rekindled at the
very moment I lift off and leave the
earth behind.
Flight.
I bank slowly to the right, fly to
the west, and take it all in.
To a pilot, the Cub teaches you
many things, not the least of which
is those lessons of old-time flying, a
tailwheel airplane, and the stick-
and-rudder skills of yesteryear.
Flying on and off the grass fields.
Those are the basic lessons of old,
and those prinCiples of flying can be
learned in very simple airplanes.
Perhaps somewhere deep inside,
we are all barnstorming airmen, and
forever will we be in search of a
greater truth. Forever lost in the al-
lure of the sky. Yes, we are bound to
earth by the laws of physics and
gravity as mere mortal men, but we
have received a gift of wings to es-
cape those clutches in a machine we
call the airplane. This machine we
know as the airplane is our means to
seek the sky. We, as pilots, are all in
search of somewhere different from
the ground, and in the process we
seek a different destination. We
must fly somewhere. Perhaps we
head east today, or west, or south, or
maybe north-in the end, the direc-
tion really does not matter. I am
now heading nowhere in particular,
just slowly flying and listening to
the sound of the purring engine, the
propeller pulling me along, taking
in the sky and rushing wind. I will
head to the distant horizon. It is
somewhere over the distant hori-
zon, beyond our sights and maybe
beyond our grasp.
And that quest, in itself, stands
alone as memorable.
This old grass airstrip has
brought me back to a very different
place. The Cub is in a different
place. It makes me feel far removed
from the world of an airline pilot,
flying the "Big Iron" for a career up
in the contrails where I now make
my paycheck. The Piper Cub some-
how brings it all back and puts me
back in time.
Airborne again in a Cub will do
that to any pilot.
To pilots, that is what flying is:
an adventure. It is the start of a les-
son of adventure every time we
strap on an airplane and go flying.
And we find that no place else but
in the sky. No matter what airplane
we fly, the unwritten rules of the
adventure of flight are the same,
even if it is in a small Piper Cub.
And sometimes the Simplest adven-
tures in aviation are the greatest
journeys, like with the Cub.
For that is what one hour logged
in a Piper Cub will do to you. It will
bring you back to those times.
I think of the summers long ago
that I flew the Cub. I was just a
young man with a machine in the
sky, enjoying the simple joy of fly-
ing the Cub. Alone. In the isolation
of the cockpit, in the sky filled with
the rays of early morning light, in
the direction of the compass gauge,
and in the very act of flight there
was escape. And that was all any avi-
ator could ever hope for. In the
cockpit there was peace. And some-
how that, in itself, was enough. That
adventure remains the same today.
Seek the reward of that adven-
ture. And like all adventures, one
never quite knows how it will turn
out. For in aviation, as a wise person
once said, it is not about the last ad-
venture; it is always about the next.
Even if that feeling is found in
the early morning in the seat of a
Piper Cub.
Mark A. Werkema, EAA
9024244, is a member of the EAA
Vintage Aircraft Association and
attends EAA AirVenture Oshkosh
every summer with his children.
He is employed as a pilot for a
major U.S. airline, currently as a
first officer on the Boeing
757/767, and he is the author of
the novel On Fulcrum's Wings.
VINTAGE AIRPLANE 7
STER L N
The IrelandN2B Neptune
By PETE BOWERS
THE PROTOTYPE IRELAND N2 ON
CURTISS FIELD, GARDEN CITY,
NEW YORK, IN 1927. NOTE THE
STRAIGHT UPPER WING AND THE
OPEN COCKPITS.
T
he June Mystery Plane
was the Ireland N2B Nep-
tune, which was also
advertised as the Ireland Am-
phiplane. Starting in 1927 it was
manufactured by Ireland Aircraft
Inc. of Garden City, New York. The
original N2 models had straight
upper wings and 220-hp Wright J-
5 engines, and they were licensed
DECEMBER 2001
under Group Two Approval 2-16 of
November 16, 1928, for serial
number 16 and up. The first few
had two open cockpits, but a cabin
soon became standard.
The N2B, which received ap-
proved Type Certificate A-153 on
May 25,1929, had a five-place
cabin and a 300-hp Wright J-6-9
engine, and the upper wing was
,
swept back to maintain balance
with the heavier engine. The price
was $22,500.
The N2C was the same airframe
but used a 450-hp Pratt & Whitney
Wasp engine. It received approved
Type Certificate A-248 on October
4, 1929. The initial pr i ce was
$27,500, but this was reduced to
$23,000 because of the Depression.
8
AN IRELAND N2B. NOTE THE DETAIL DIFFERENCES IN WINDSHIELD AND NACELLE SHAPE BE-
TWEEN THIS N2B AND THE N2 IN THE PHOTO ON THE LEFT.
EARLY REGISTRATION RECORDS SHOW THAT N2 4667, LATER C4667, WAS ORIGINALLY AN
OPEN COCKPIT MODEL.
VINTAGE AIRPLANE 9
I MvSTERV'
PLANE
:IN.
BY H.G. FRAUTSCHY
SEND YOUR ANSWER TO: EAA, VINTAGE
AIRPLANE, P.O. Box 3086,OSHKOSH, WI
54903-3086. YOUR ANSWER NEEDS TO BE IN
NO LATER THAN JANUARY 10 FOR INCLUSION
IN THE MARCH 2002 ISSUE OF VINTAGEAIR-
Here's anoteabouttheSeptemberMysteryPlane:
PLANE.
YOU CAN ALSO SEND YOUR RESPONSE
[can'tfly (Ernie wrote hispostcardon September 19, 2001)so [mightas
VIA E-MAIL. SEND YOUR ANSWER TO
well identifythe SeptemberMysteryPlane. It's the Cornelius LW-1 Fre-
VINTAGE@EAA.ORG. Wing. Note, no ailerons, butratherindividuallycontrollable wings-WOW
BE SURE TO INCLUDE BOTH YOUR NAME AND
ErnieDuenzl, Weatherford, Texas
ADDRESS (ESPECIALLY YOUR CITY AND STATE!)
IN THE BODY OF YOUR NOTE AND PUT "(MONTH)
George Cornelius's interesting experiments in attempting to create
MYSTERY PLANE" IN THE SUBJECT LINE.
a stall-proof airplane led him to this different approach to wing struc-
ture. Itappears his use of the wings to effect lateral changes was a
byproduct of his belief that by allowing the wings to pivot on the main spar, they would always maintain the proper
angle of attack, and the wings would not stall. With this feature locked out by the pilot, the wings acted on the air-
craft's intended direction in a manner similar to ailerons. One imagines there wouldn't need to be much deflection
to effect a very rapid change in the airplane's roll rate!
The Cornelius LW-1 was registered in 1933 as a two-place airplane, powered by a 120 hp inline Martin engine.
Our other correct answer was from Bob Gordon, Unvasville, CT. Bob pointed out we've covered this airplane in a
previous Mystery Plane, but it was nice to see a different picture of it. ......
DECEMBER'S
MYSTERY PLANE
10 DECEMBER 2001
E N
BY H.G. FRAUTSCHY
Lou Seno, Downers Grove, Illinois, sent in this beauti-
ful photo of an Interstate S-I-A. Cadet he recently
restored. Built in April 1941 as a civilian airplane, it was
impressed into wartime service and used for Army avia-
tion cadet training. The Richard O. Burns family has
owned the Cadet for 36 years and has used it to teach
various members of the family to learn to fly, including
one who went on to be an airline captain. When genera-
tion number three came along to learn to fly, it was
decided a major restoration was in order. The first flight
after the rebuild took place on November II, 2000. The
only changes from the original configuration were the
important STC'd installation of a pair of shoulder har-
nesses and a beautiful custom interior by Aero Stitch of
Addison, Illinois . Lou would also like to thank Tim
Talen, Springfield, Oregon, and Jack Reber, Eaton, Indi-
ana, who were very helpful with Interstate information.
He's also appreciative of the help given by project secre-
tary Cathy Marchese and engine overhauler and IA
mechanic Ken Hansen.
CHAMP
Dennis Sabin, Chehalis, Washington, just completed
the frame-up restoration of this 1947 Aeronca 7AC
Champ. All new wood formers and plastic windows were
used in the restoration, with a Poly-Fiber fabric finish of
Poly-Tone. Tony Korn of Central Aircraft Repair over-
hauled the smooth-running Continental A-6S engine, and
the airplane was test flown by Dennis' friend and EAA
Technical Counselor Marty Kimbrel on August 7, 2001.
YELLOW PERIL
Two tired crop dusting airplanes were used to com-
plete the restoration of this 1941 N3-N33. After
collecting parts and pieces, the restoration took almost
exactly one year, with plenty of long nights, according
to Ed Stout, Corvallis, Oregon. Ed finished his N3 using
the Poly-Fiber process, including an Aerothane finish. Ed
and his partner, Lou Gates, now fly the N3, which is
powered by a 4S0-hp Pratt & Whitney R-98Ss. The pair is
now working on a Bearhawk homebuilt.
T-BONE
This stunning 1962 Beechcraft DSOE Twin Bonanza
has been the latest project for owner Chuck Schnatter,
Louisville, Kentucky. Owned at one time by Ed King of
King Avionics fame, this T-bone has been the subject of a
number of upgrades, including a new set of wing bolts
and a pair of new McCauley propellers. Replacing much
of the older King Gold Crown series of avionics has re-
sulted in a weight savings of more than 100 pounds,
which goes right back into the useful load of the air-
plane. A one-piece windshield, new paint scheme, and
interior round out the completion of this big Contempo-
rary category airplane.
VINTAGE AIRPLANE 11
By TIM Fox
J
have been flying in and working on Ercoupes
for a good many years and have resigned my-
self to spending a great deal of time upside
down in the cockpit with my feet sticking up
outside the cockpit. Many a time I wished I could work
on the plane in a comfortable position.
My friend Dave Spillers from Versailles, Ohio, pur-
chased an Ercoupe from a local resident that was a
one-owner airplane, and it had been left in almost origi-
nal condition! After flying it for a while he decided to
restore it to original condition. Dave has extensive expe-
rience in aircraft modification and restoration since he's
been a part of several warbird restorations. He even was
involved in the fabrication of the Reno Unlimited racer
Vendetta. Dave and his father restored a wrecked A
model P-S 1 to flying condition as well. Why an Er-
coupe? Why not!
Dave is a very inventive person and came up with a
way to make all the restoration work easier on his back.
He realized that if he wanted to work right side up, the
plane had to be upside down! So he built a cradle that
attached to the wing attachment points, and by himself
or with the help of one other person, he can turn the
fuselage over. The height of the fuselage can be set at
any comfortable height by simply using longer legs on
12 DECEMBER 2001
This Ercoupe is one of the most original I've
ever seen. It even has an example of a
Grimes Navigator. Just set your airspeed,
crank in a little wind correction factor, and it
told you how far you'd gone. Unless, of
course, the wind changed, or your airspeed
control was not consistent, or, well, you get
the idea. That's why you don't see them any
more. But it sure is neat to see!
the sides. Now he can stand up in- a low point, as he is currently pol- surface or inside. Although his
side the fuse lage and work on ishing the fuselage. The Ercoupe is idea can't help me with my Coupe,
whatever system he chooses. light enough to be easily flipped it may be of use to you in your
The pictures show the cradle at whenever he needs to work on any project. .......
Here are a couple of views of the cradle. If you're careful, and there's not much equipment on the air-
frame, you can easily turn it by yourself. To make it tall enough to stand under and work in the
cockpit, just make the legs longer.
VINTAGE AIRPLANE 13
athering of
'"'"
-
Luscombes
Over
(GOLOW)
How you can hold a successful Luscombe fly-in with no Luscombes
I
t seemed like an excellent and
innocent idea at the time-a
Luscombe fly-in held at the old-
est continuously operating airfield
in the world, College Park Airport
(CGS) in Maryland. The airport was
established in 1909, and a Wright
Model B was used there to train early
Army aviators. The instructors were
Orville and Wilbur Wright. GOLOW
organizers had worked on the event
for the better part of a year. They
had even obtained a waiver allowing
a formation of Luscombes to overfly
Washington, D.C. Then September
11 came.
Amidst the strangest atmosphere
in America in nearly 60 years, the
Luscombe pilots arrived even though
The Washington Post had proclaimed
the event canceled. A week before it
had run an Op Ed piece, "Clamp
Down on General Aviation," by
Joseph Kinney. In the opening para-
graph he described general aviation
as "small, private aircraft that clog
our skies." Just days before the fly-in
14 DECEMBER 2001
JONATHAN BARON
was to take place a tornado hit Col-
lege Park, missing CGS by only four
blocks and killing two people at the
University of Maryland. As the air-
port's manager, Lee Schiek, put it,
"The only thing left to try and stop
GOLOW is a plague of locusts." One
fellow at CGS performed a fast taxi
that brought an immediate response
by military choppers and law enforce-
ment vehicles. As it turned out, it
took far less than a fast taxi to elici t a
reaction.
"One little thing that did occur at
COLOW is worth mentioning. Sharon
[Hasslinger} and J drove the car around
the airport with the intention ofpop-
ping out into the woods for some table
decoration materials. Since the runway
isn't being used, we just drove on down
the runway to a spot opposite a hole in
the woods where the path is. Tbet it
wasn 't 90 seconds later that the local
enforcement helicopter was buzzing the
fie ld checking out the movement.
"Pretty spooky ifyou ask me."
-Katie Wells, Texas
Despite the terrorist attack, Lus-
combe pilots came. Despite the
complete lockdown of flights in all air-
space within 25 nautical miles of D.C.,
they came. They came from Houston,
Austin, and EI Paso and from Califor-
nia, Kansas, Virginia, Maryland,
Tennessee, Pennsylvania, and Wash-
ington State. In doing so the GOLOW
clan expressed the ultimate act of defi-
ance in the face of, by far, the most
horrendous act of terrorism in human
history. While entirely too many of
our citizens were dwelling on the tele-
vised horror, the GOLOW crew did
the most meaningful thing an Ameri-
can could do right then-they got
onto commercial airliners.
"Bin Laden lost. The first gathering
ofLuscombes (COLOW) happened in
spite of him and the locked-down air-
ports in the Washington, D.C., area.
"Just over 40 Luscombe drivers from
around the nation gathered at College
Park Airport in Maryland, despite not a
single Luscombe, per se, in attendance."
-Mike Culvel; Washington State
"Most of us put photos or drawings up on this chain-link fence in order to rep-
resent all the aircraft not able to fly in. " -Mike Culver
the attendees unilat-
era ll y determined
that the event had
been canceled. The
folks at Garber had
come to the same con-
clusion, as had the
caterers. Nonetheless,
all quickly adjusted
to our most unex-
pected attendance.
"The restoration
Getting some dual instruction in the "phantom
Luscombe. "
"/ would have combat-crawled to get
to that fly-in. "
-Marc Roberts, Pennsylvania
Instead of Luscombes, folks
brought photographs. One notion
was to put them into tie-down spots.
Someone else suggested they be laid
out as tombstones. The problem was
that the ground was too firm for the
sticks the photos were attached to.
"Most of us put photos or drawings
up on this chain-link fence in order to
represent all the aircraft not able to fly
in. Each aircraft was on poster board
over a paint stick. Not certain if this
made the exhibit a crying wall or Lus-
combe on a stick (in the best tradition
of the Minnesota State Fail)."
-Mike Culver
Event organizers Bill Tinkler and
Sharon Hasslinger had plenty of
activities arranged that did not re-
quire flight. A tour of the Paul E.
Garber Preservation, Restoration,
and Storage Facility at Silver Hill
took place despite the fact that the
bus line contracted to transport
work being don e [at
Garber] was an eclectic
mix to say the least. Right next to the
Farman biplane was a Weedhopper ul-
tralight. A Zia sailplane shared space
with a Curtiss- Wright CW-l pusher.
But the ultimate joy to see was the
restoration work on the Enola Gay B-
29. One wing was laid out as the
technicians worked at polishing it back
to its former glory. Co uld there be a
more stirring sight than a couple acres
ofpolished aluminum?"
-Dan McNeill, California
Lee Schiek was also a key member
of the GOLOW team. He provided
free tours of the College Park Avia-
tion Museum and tents, as well as a
hearty breakfast for one and all. As
the winds picked up and the tem-
peratures dropped, Lee offered us
space indoors for our banquet.
"S ince 1909, CGS has survived
world wars, depress ions, hurricanes,
{loads, tornadoes, hostile neighbors,
and short-sighted politicians. I'm sure
we'll survive overreaction in the name
of 'security,' too. "
-Lee Schiek
Many people took advantage of
the tourist off-season and the gen-
eral mood in the country to take
tours of the major museums in
Washington, D.C. Some visited the
Pentagon as well.
II We started with a visit to an im-
promptu memorial where hundreds of
flowers and photos were set up. Visitors
ranged from folks like ourselves to ab-
solutely devastated people who [
assumed to be relatives of the victims.
VelY tough to see."
-Mike Culver
The prevailing spirit, despite
everything working to the contrary,
was camaraderie and celebration of
thos e splendid aircraft that had
brought us ali together. Somebody
created a "stealth" Luscombe out-
lined with College Park Airport tape.
Most of us took turns flying it . One
former Luscombe owner, Kim Camp-
bell, took us with him as he recalled
his missions in a B-17 over Europe
during World War II. Aircraft, such
as Luscombes, choose their owners,
and they're good judges of character.
During the event, one feliow-
Garrett Nievin-took delivery of a
Luscombe fresh from total restora-
tion by the Don Luscombe Aviation
History Foundation. It was flown to
the nearest possible airport-Freder-
ick, Maryland-by Doug Combs, the
Foundation's preSident.
III considered the Foundation and
my now-fellow owners to add signifi-
cant value to the Luscombe marque,
making it a better investment for the fu-
ture than many other old airplanes.
Plus, the Luscombe does truly rule. "
- Garrett Nievin, Virginia
[n once sense, GOLOW was an op-
portunity lost. A flight of Luscombes
over Washington, D. C., would have
had great symbolic value far beyond
what any of us could have imagined
less than three weeks prior to the
event. Still and all, what it became was
a splendid reaffirmation of friendship
and the American spirit, as well as de-
fiance in the face of an unimaginable
act of hatred. As Lee Schiek put it, "This
was fun , but let's try to do it again -
with real aircraft next time." .......
VINTAGE AIRPLANE 15
VI
hen a company manu-
factures a product that
becomes a bona fide hit in
the marketplace, it 's only
natural that it tri es to build
and expand on its popularity. Piper
certainly had a hit on its hands with
the Piper Cub, with a popularity
that shows little sign of abating,
even to this day. In the late 1930s,
Piper was busy pumping Cubs out
the door of its Lock Haven, Pennsyl-
vania, factory, but there was room
for some variation. Pilots who had
learned to fly while strapped into a
16 DECEMBER 2001
Cub were looking for something
with a little more room and a bit
more panache.
William T. Piper and his talented
staff knew what had kept their
bread buttered during previous
years, and they continued the push
to build airplanes with plenty of
value at an affordable price. Getting
profitability out of the Iightplane
business took all the business and
engineering acumen they could
muster, not to mention sales calls
with a real salesperson rapping on
th e door of every prospect. The
Cub Coupe, with its side-by-side
seating for two and a pair of real
automobile-style doors, was satisfy-
ing to many, but some still wanted
something a bit different. (Nothing
really changes, does it?)
The Coupe project was redesigned
to feature a trio of seats, a wider
bench seat in the back for a pair of
slender passengers, and a single seat
up forward for the pilot. A 7S-hp
Continental engine was mounted
up front, with eyebrow cooling
scoops carrying on the Cub tradi-
tion. A snazzy spinner/cowling
combination gave the)5 streamlin-
ing worthy of the Cruiser name. To
many, it remains one of the prettiest
Cubs ever built.
The)5 was intended for use by a
small town owner/operator. As a
utility airplane, it could be used as a
"TaxiCub" or for other profitable
charter work, and perhaps for a bit
of instruction if the owner was a
one-airplane operator. By the time
the war turned off all civilian pro-
duction of lightplanes, Mr. Piper's
factory had delivered 1,254)5 Cub
Cruisers, most powered by the 75-
Owner Carl Brasser (center, left) is flanked by (left to right) Woody Woodward,
Kirby Totty, and Joe Fleeman.
hp Continental and Lycoming en-
gines. Thirty-five more examples of
the )5C, powered by the 100-hp Ly-
coming, were delivered before the
line was closed to make way for
wartime work.
The Second World War didn't
mean the end of Piper's work with
the basic design of the )5. Already
very involved in military aviation
with its L-4 Grasshopper, Piper Air-
craft Company was soon involved
in modifying the]5 into a flying
ambulance for the U.S. Navy. The re-
sult was the HE-1 (later the AE-l,
after the H designation was reserved
for helicopters). A litter for one pa-
tient and the pilot ' S seat were
installed, with the patient loaded
into the airplane through a cleverly
designed hatch. The top portion of
the fuselage aft of the wing was
modified to hinge up at the forward
end, with the parting line at the
longeron that ran fore and aft at the
lower window line. Piper experi-
mented with two litters, but
performance suffered with the extra
weight of the added structure and
equipment. One hundred aerial am-
bulances were delivered to the Navy,
most being used in the Pacific the-
ater of operations.
After the war, Piper didn' t skip a
beat with the design. As soon as it
was relieved of its wartime duties,
Piper continued production of the
]5C, the 100-hp version, which fea-
tured the first pressure cowl used
on that model. After a short pro-
duction run, Piper replaced it with
the Piper Super Cruiser, equipped
with a 125-hp Lycoming in a fully
enclosed cowl.
Carl Brasser's been a Piper man
for a long time. He loved flying his
PA-ll Cub Special, but he was keep-
ing an eye on Alan Curtiss'
well-kept ]5A.
Whenever they'd see each other,
Carl would kid Alan by asking, only
partly in jest, "When you going to
sell me your airplane?"
Months after their last meeting,
Alan lost his medical , and he de-
cided to sell the Cruiser. Carl was
pleased that he chose to sell it to
him. Alan wanted to sell it to
someone locally, so it would re-
main in the area, and so he might
get a ride in it occasionally. Plus,
Carl had experience with tail-
wheel-equipped airplanes, and
even though others had offered
him more money, they didn't have
any tailwheel time, and Alan was
afraid someone he didn't know
would bang up his beloved )5A.
That was more than a decade ago,
and for more than seven years, Carl
VINTAGE AIRPLANE 17
wing contours.
Other than the engine, the beautiful instruments were the only
items not restored by Joe and Kirby. Keystone Instruments in
Lock Haven, Pennsylvania, expertly restored the instruments.
Joe remarked that the metal strips on the top and bottom of the
crinkle-finish panel did not need refinishing. The paint was in per-
fect condition, and the metal needed just a bit of
polishing to bring it back to its original sheen.
flew the J5A, enjoying the
wider cabin and the view
from the single pilot seat. Carl
agrees that Piper was pretty opti-
mistic when it called the Cub Cruiser
a three-place airplane: "The one
thing they stretched a little bit is
when they called it a three-place; it
was for a pilot and two executives.
They must have been little execu-
tives! It is actually really good for a
spouse and a child, or a couple kids
in back."
Carl has nothing but praise for
the rest of the airplane's handling
characteristics. "It flies very differ-
ently than the PA-ll. It has a heavier
feel to it, but it is very forgiving and
very nice to land. Stalling is as true
as can be."
(Left) The ripple-free cowling and very
clean engine installation are all hall-
marks of a Joe Fleeman restoration.
The exhaust system is almost com-
pletely new, with just a couple of
components left from the original. The
Continental A-75 engine is the same
one installed by the factory in 1940.
Carl has homes in Brentwood,
Tennessee, and near his boy-
hood home in Kohler,
Wisconsin. In Tennessee,
he's been friends with Woody
Woodward and Kirby Totty,
both longtime aviation
enthusiasts. Kirby serves
as Woody's mechanic, in-
specting his airplanes
and keeping them
maintained. Kirby
also was Leo
Loudenslager's mechanic for many
years and is well known for his
prowess with aircraft engines. Carl's
friendship with Woody put him in
contact with someone who would
bring his J5A to an entirely new
level of restoration-Joe Fleeman.
A number of years ago, Joe had
done the restoration on Woody's
Bucker Jungmeister, and the work-
manship on that project, plus a few
other airplanes Joe had done, con-
vinced Carl that Joe Fleeman was
the right man for the job. Kirby
wanted to help as well, and he was
tasked with overhauling the 75-hp
Continental. He got to help out in
some of the other airframe restora-
tion work, too.
Even though it had but 350 hours
on it since a major overhaul, Kirby,
Carl, and Joe all felt that it would be
best if the entire engine was care-
fully overhauled. The cylinders went
to Mattituck for rework, with other
internal parts going to Rick Romans
Inc. in Tulsa, Oklahoma, to be in-
spected. The crankcase went to DivCo
to be checked for cracks. A new set
of slightly undersized bearings was
installed to carry the newly reground
crankshaft. A new camshaft was in-
stalled with a set of reground valve
tappet bodies. Joe did all the re-
painting of the engine parts, and
Kirby did the reassembly of the en-
gine, using new parts. Mike's
Metering in Tulsa, Oklahoma, spe-
cializes in Stromberg carburetors,
and so it reworked the NAS3 carb
used on the Continental.
One mark of some of the most
recognized restorers around the
world is their willingness to go to
whoever is acknowledged as the ex-
perts in their particular field. Joe did
just that as he dove into this project,
calling on the expertise of Clyde
Smith Jr. For many restorers, Clyde,
along with his father, has been a re-
liable source of information on
Piper's steel tube and fabric air-
planes. In fact, in addition to
helping ferret out a number of ob-
scure details in the J5A's history,
Clyde was able to supply Joe with
the center strips for the three-piece
windshield, something few people
include in their restorations.
The airframe was still in good
condition, but that just meant that
Joe had a good project to start
with-he still completely disassem-
bled the airplane, checking each of
the ribs and the spars.
"They were 60 years old and
needed replacing, so we obtained
VINTAGE AIRPLANE 19
new Sitka spruce
from Wicks Air-
craft Supply and
built up a new
set," said Joe.
Sometimes it's
just easier to re-
place a part than
to spend a lot of
time fiddling
with it, and the
sheet metal lead-
ing and trailing
edges are often prime candidates
for replacement. On the wings of
this J5A, most of the perimeter of
each wing was replaced, including
the tip bows.
By the way, some sharp-eyed
readers may note I've chosen to use
the J5 model designation, rather
than the more commonly used J-5.
Even Joe Juptner's U.S. Civil Aircraft
lists them with the dash included.
As pointed out by Joe Fleeman, the
factory did not use a dash within
its model designations until later
in Piper's history. Factory manuals
for the prewar J5 do not use the
dash, so since this Piper Cub
Cruiser was built in 1940, that's
what we're using.
Some of the most fluid lines on
the Cub Cruiser are on the cowl, as
it flows gently into the spinner.
Years of opening and closing and
vibration often make nosebowls
look as though they've been beaten
with a burlap bag bulging with
frozen potatoes, and it 's up to the
restorer to decide just how much
effort will go into a complex piece.
Unlike simpler shapes like flat
panels and leading edges, nose-
bowls are not easily replaced when
damaged. A few of the more popu-
lar nosebowls are still made by parts
suppliers, but not this time. Joe said
he lost track of how much time he
spent at an old sandbag pounding
out the larger dents with a plastic
hammer and the countless excur-
sions to an English wheel to
smooth out the ripples. Coupled
with the exceptional sheet metal
wrap cowling pieces, the engine
20 DECEMBER 2001
yet it's indistin-
guishable from
the original. No
extraneous gaps
as it lies on the
fabric below, and
no misplaced
screws or over-
size screw holes.
Each part looks
as though it
was molded in
JIM KOEPNICK place. Those of
us who want to do better work need to
pay even closer attention to the work-
manship of Joe and others like him.
All our airplanes will be better for it!
The covering process is the
Cooper (now Superflite) Ceconite
finishing process, using Dac
Proofer and then nitrate dope for
the fill coats followed by a series of
butyrate dope finish coats. Joe en-
joys using that process, and prefers
the final finish look-when not
paint ed with excessive coats , it
looks most like th e older finish
he's trying to duplicate.
Joe and Kirby would like to thank
two more people. Pam Charles and
Paul Jones of the FAA's Flight Stan-
dards District Office in Nashville,
Tennessee, were as helpful, cheerful,
and enthusiastic about the J5A proj-
ect as the restorers. "They've been a
super help and always there for us if
we needed documentation or help,
or just approving doing a field ap-
proval. They've done a first-class,
top-flight job, and they don't get a
lot of compliments. A lot of people
bad-mouth the FAA, but these folks
were just the opposite; they were su-
per-duper on it," remarked Joe.
Joe's enthusiasm for the J5A Cub
Cruiser went beyond just wanting to
do a good job on a project that bore
his name. It turns out that the very
first airplane he ever flew was a J5. It
must have been especially gratifying
when the VAA awards were pre-
sented during EAA AirVenture
Oshkosh 2001 and Joe's restoration
of Carl's J5 Cub Cruiser was honored
with the Grand Champion Antique
Lindy award. .......
Com an Contacts:
DivCo Inc.
Tulsa, Oklahoma
918/836-9101
Rick Romans Inc.
Tulsa, Oklahoma
918/835-1311
Mike's Metering
Tulsa, Oklahoma
918/838-6217
CTK Aerotechnical
Nashville, Tennessee
615/834-9203
Keystone Instruments
Lock Haven, Pennsylvania
570/748-7083
cowling is one of the highlights of
Joe's restoration. Each of the side
panels includes perfectly executed
wired edges, with the aluminum
neatl y folded over a section of mu-
sic wire. Even the wrap cowl edges
are properly corrugated, and the
original-style panel fasteners secure
each one in place.
There's one other facet to a suc-
cessful restorer's personality-
patience. Joe's got plenty of it, and it
really shows in the details. Look at
his work; he painstakingly fitted
each of the wing root fairings , the
door, and the various cockpit parts.
Other than the chrome strips in the
cockpit (which, amazingly, just
needed polishing-the painted let-
ters needed no other attention!), the
sheet metal panel is all new work,
For more information, call 425.450.6088 or www.icomamerica.com
ICOM America, inc 155 The ICOM logo is 0 registered Inc. 10 ....... "",_
BY E.E. "BUCK" HILBERT, EAA #21 VAA #5
P.O. Box 424, UNION, IL 60180
What were you doing in 1948? That's skinny, smart-alecky me with the first
Bonanza we ever saw at Walworth County Airways near Elkhorn, Wisconsin.
The factory demonstration pilot really showed us what this airplane could do!
I
had a pleasant surprise a while
back. Frank Lindner, a former
student of mine who hails from
Lake Geneva, Wisconsin, dropped
by and gave me a picture of myself
at Walworth County Airways out-
side of Elkhorn, Wisconsin.
This picture was taken the sum-
mer of 1948. And I' m standing in
front of the very first Beech Bonanza
to visit our little field for demo rides.
Please, no comments about weight,
hair, or loss of machismo.
Lost somewhere, with myoid log-
book from those days , are the
comments on the ride, the drive,
and my feelings.
I guess the first comments were
about how fragile this airplane
seemed compared to the Navion
based at the airport. The Navion,
built by North American, was like a
civilian P-Sl. Built to military stan-
dards, it seemed indestructible.
On the other hand, the Beech was
22 DECEMBER 200 1
an airplane of "highly advanced
postwar design," to quote Joe Jupt-
n ef. The plane was beautiful,
functional, fast, and economical. It
was startling in appearance to this
appreciative pilot . The above-aver-
age cruising speed, the economy,
and the price made it an instant
winner. Witness the popularity of
the design to this day.
My military background and the
h eavy iron that I had flown and
was most familiar with led me to
believe that the Bonanza would
never stand up to the likes of the
iron birds I was accustomed to.
How wrong could I be?
Experience proved otherwise. The
design yielded good payloads and
performance. It was fun to fly and
not as challenging as some of the
postwar machines of the day.
I was concerned about its seem-
ingly flimsy gear, but that was
soon dispelled when the demo pi-
lot showed us what it would and
could do.
lt was so clean that the gear ex-
tension speed could be easily
exceeded, as well as the VNE' The
slow flight characteristics were really
admirable, and the flight envelope
was conSiderably improved over
some of the airplanes I was used to.
That six-cylinder E-18S engine, cou-
pled with the controllable prop, did
the job very nicely with a cruise fuel
burn of a little better than 8 gph. It
was a "going places" machine.
Another sidelight to this air-
plane's credit, the delicate beauty
of it brought many into aviation.
The appearance of the airplane ap-
pealed to the feminine taste. Pretty
soon our airport bums had to
watch their language because
ladies were present.
Things began to happen in
"too's." Suddenly the restrooms
were too dirty, the office was too
cold, too dusty, or too windy, and
the airplanes were too dirty.
The women had arrived.
One of the first people I knew
who had a corporate airplane was
Borg-Warner's {{Mr. Clutch." He based
his Spartan Executive at his residen-
tial farm airstrip just west of the
Lake Lawn Lodge at Delavan, Wi s-
consin. Mrs. Borg flew the Spartan,
too, but one day she turned up in a
sparkling new Bonanza. The Spartan
was history. Now she could carry al-
most as much of a load, go fast er,
Afew years later(!) it'stime forafall flightwith the Champ. Those thickcotton
glovesyou can getatthe farm storecome in handy in keepingfingerprints off
apolished prop.On the Champ, the cotton gloves givejustenough cushion to
keep your fingertips from getting sore. They even make a pairofthesegloves
with a plastic rubberycompound in an open weave on the palms. The ones
theysell around here atthe home improvementst ore are orange in color.
They helpyou keepfrom wrappingyourfingers aroundthe propduringstarting
(a no-no-usethe friction ofyour palmsto pullthe prop through). Besides,
when it'schilly out, t hose aluminum props are really cold!
want to see your lane or pearls ofwisdom in print?
Write an article for
VINTAGE AIRPLANE
andfeel alotmorecomfortablein
" her"airplane. Itwasn'tunusual for
her to drop in on us with other
women alongfortheridetosome-
where, and again our
male-dominated airportfelttheir
presenceverystrongly.
Some resented theirintrusion;
some welcomed it. ButthatBeech
Bonanzasignaledthebeginningof
change. Themechanicsactuallybe-
gan todressincleanworkclothes,
the restroomswerecleaned upand
decorated, andsomewere even ded-
icated justforwomen. FBOs cleaned
uptheiract. Officesbegan tosee
comfortablefurniture. Picturesap-
peared onthewalls, and theplace
gotsweptouteveryday.
The moralofthestoryis, "Beauty
can be more than skindeep." And
alongwiththatbeautycan comeutil-
ityand change, sometimesfor the
better.. .theBonanza provedit. .......
Over K
We're always lookingfortechnical articlesand photos
ofyour latestrestoration. We can'tofferyou money,
butwe can makeyou aheroamong fellow
Vintage Aircraftenthusiasts!
Send your submissions to:
Editor, VintageAirplane
P.O. Box 3086
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e-mail:
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feel free to call
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L
ive rhe adventure and
romance of rhe early days
of flight wirh Wi ll Turner,
pioneer av iator, in Chris
Davey's exciring new novel,
The Aviaror's Appnmtice. Will
earns his wings in Florida
before rravel ing to England to
prove himself as an officer in
rh e fledgling Roya l Flying
Corps duri ng rhe rumulruous opening weeks of
rhe Firsr World War.
Find out more about Will Turner's Flight Logs
at the compani on Web site:
www.turnerlogs.com
Published byLuckyPressandavailableatall
fine booksellersorcall: 800-345-6665
ISBN: 0-9676050-3-2 448 pages $18.95
E-mail: books@luckypress.com
WillTurner's adventurescontinuewith
Turner'S Flight (Availableearly2002)
VINTAGE AIRPLANE 23
NEWMEMBERS
Seth Kolbjoern ............Hundvag, Norway
Egil lngva ldsen..............Bergen, Norway
BrunoVonlanthen ....Schmitten,Switzerland
Fred R. Anderson................Naknek, AK
Jeffery D. Latta................. .Wasilla, AK
Darrel Palmer.................Pike Road, AL
Lee M. Wimberley ... ....... ....Conway, AR
Fred Bonn....................Chandler, AZ
WilliamJ. McCreary ............Glendale, AZ
Ben H.Middleton .. ..... . ......Hereford, AZ
ClarkSexton ...................Surprise, AZ
William D. Silvestri.............Chandler,AZ
Henry Allen .............. ..Cucamonga, CA
Russ T. Alsobrook...... ...... ..Pasadena, CA
Greg Bean....................Mariposa, CA
Sam B. Blanchard...............Sunland, CA
MichaelJ. Green..............San Rafael, CA
C. HaydenHamilton.............Bonsall, CA
Keith Larsen ................Lake Forest, CA
Alfred M. Lopez ....... .......Beaumont, CA
JeffRow..................Mission Viejo, CA
JohnS. Schifferer .............Escondido, CA
MartinSpragg..... .. ..... ..San Anselmo, CA
RogerStauffer .... ... .. ...... . ...Acton, CA
Kevin C. Thorsen..............LaMirada, CA
WayneVanwinkle ...........SantaMaria, CA
DavidM. McRoberts.............Boulder, CO
DonaldJ. Bishop..... .........Kissimmee, FL
ThomasK. Buchanan,Jr. ..Fort Lauderdale, FL
David Wolfe.....................Naples, FL
Terry E. Clifton ...............Savannah, GA
Russell B. Lassetter ............Cleveland, GA
Steven F. Borders .......... .... .Iowa City, IA
MichaelJ. Connell ... ...........Decorah, IA
DanCasali ...... . .. . ... . .. . ...Ketchum, ID
ValerieSonntag..................McCall, ID
David Montgomery .............Oak Park, IL
DonaldFunk ...............Connersville, IN
David H. Prange .... ........NewPalestine, IN
James Stutsman .................Goshen, IN
MatthewC. Burch..............Lawrence, KS
JohnBryan........ ..........Choudrant, LA
Ri chard A. Fredrickson .........Topsfield, MA
Lar Kaufman..................Concord, MA
BurtonSchriber. ................Tauton, MA
Samuel P. Shipley............Timonium,MD
24 DECEMBER 2001
JohnSnyder .................Baltimore,MD
Marvin L. Dunlap.........WhitmoreLake,MI
Stephen Holdeman............Muskegon, MI
Ralph H. Teichert. ..........GrandRapids, MI
Ray Anderson................Burnsville, MN
RandyJ. Hodson ...........Minneapolis, MN
Joseph Karpik... .......... ..Floodwood, MN
FrankD. Lunak..................Isanti, MN
JeffreySheridan .................Eagan, MN
Roland Gilliam............ ....Carthage,NC
JohnF. Hackenberg............Charlotte,NC
Melvin Lohr ................HighPoint, NC
David Wallenburn .... .............Cary, NC
WilliamG. Mennen .............Oldwick, NJ
Doug Clark .................Skaneateles, NY
RobertJ. Lindsey ...........Baldwinsville, NY
William Milton ...........WestGlenville, NY
Jim Bayman ................GatesMills, OH
HarryF. Butler .................Grafton, OH
ChrisGrasso.................Cleveland, OH
CharlesW. Higley...........Miamisburg, OH
RalphW. Widman,Jr..........Lynchburg, OH
Floyd W. Atha...................Yukon, OK
Richard N. Knoblock..........Bartlesville, OK
MelvinC. Young .................Adair, OK
AlastairMacDonald ...............Barrie, ON
TomSampson...................Tigard, OR
DavidM.Niles ..............Landenberg, PA
William Ostrander .............Millerton, PA
Richard Picard...............Woonsocket, RI
William Roberson ............Cookeville,TN
TerryL. Bowden ..............McGregor,TX
George Dascomb.............Sugar Land,TX
Dave Howard.................Coupland,TX
Mi chael McCredie.............Beaumont,TX
WilliamB.O'Connor .......WitchitaFalls, TX
Mi chael V.Vance .............Grapevine,TX
James B. Beville .................Linden, VA
Robert G. Bailey ............WestPawlett, VT
Richard S. Drury...........FridayHarbor, WA
Ernest Hansen .................Sequim,WA
PhilipJ. Philip..................Prosser, WA
StanleyL. Stiles ..............Chewelah, WA
GaryS. Werdall ................Auburn, WA
DanGrace.......................Mills, WY

Charlie Nelson
Athens, TN
President, SwiftMuseum
Foundation, since1968
Editorof
The Swift Newsletter
for over50years
EAA membersince 1969
approved.
Tobecomea
memberofthe
VintageAircraft
Associationcall
800-843-3612
Charlie Nelson has a long historywith Swiftaircraft. Here hestandswith his Swift N80637.
"I am veryproud ofmy Swiftaircraft.
Iam veryparticularaboutits perform-
ance, polish and protection. Ienjoyits
performance, use the Swiftmethod to
polish, and relyon NormaandAUA,
Inc. forthe bestin insurance protection.
As Iapproach 7,000hours in the Swift
and 15 yearswith AUA, Inc., Iam
proud to recommend them forthe very
bestcoverage foryourand ourvery
special aircraft." - Charlie Nelson
The best is affordable.
GiveAUAa call - it's FREE!
8007273823
Fly with the pros... f1y with AUA Inc.
AUA'sExclusiveEAA
VintageAircraftAssoc.
InsuranceProgram
lowerliabilityand hull premiums
Medicalpaymentsincluded
Fleetdiscountsformultiple aircraft
carrying all risk coverages
Nohand-propping exclusion
Noagepenalty
Nocomponentpartsendorsements
Discounts forclaim-free renewals
carrying all risk coverages
Remember,
We'reBetterTogetherl
AVIATION UNLIMITED AGENCY
JANUARY 19, 2002 - Fort Pierce,
FLY-IN CALENDAR
FL - EAA Ch.908PancakeBreakfast,
7-11 a.m. at the EAA Hangar, St.
Lucie International Airport. Info:
561-464-0538or561-489-0420.
FEBRUARY 100Mondovi, WI- Ski-
Fly-In atLog Cabin Airport. Info:
715-287-4205.
FEBRUARY 23-Fort Pierce, FL-
EAA Ch .908 PancakeBreakfast,
7-11 a.m. atthe EAA Hangar, St.
Lucie International Airport.
Info: 561-464-0538or561 -489-
0420.
MARCH 1-3-Casa Grande, AZ-
theArizona Ant iqueAircraft
Assoc is sponsoringthe44th
AnnualCactus Fly-In, 480-987-
5516.
MAY 3-5- Cleveland, OH-18th annu-
al SymposiumoftheSocietyofAir
The following list of coming events is furnished to our readers as a matter of informa-
Racing Historians.Sessionsfeatur-
tion only and does not constitute approval, sponso;'ship, involvement, control or direction
ingillustrated talks bypilots, crew
of any event (fl y-in, seminars, fl y market, etc.) listed. Please send the information to membersandotherswill be held at
EAA, Att: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Information
theHolidayInn-Airport. Info:
HermanSchaub, 440-234-2301 or
should be received four months prior to the event date.
Don Berliner,703-548-0405.
Flyhighwitha
qualityClassicinterior
Completeinteriorassembliesreadyforinstallation
Customqualityateconomicalprices.
Cushionupholsterysets
Wallpanelsets
Headliners
Carpetsets
Baggagecompartmentsets
Firewallcovers
Seatsl ings
Freecatalogofcompleteproductline.
Fabric Selection Guide showing actual sample colors and
stylesofmaterials:$3.00.
INC.
259LowerMorrisvilleRd., Dept .VA
Fallsington,PA19054 (215)295-4115
website:www.airtexinteriors.com
Fax:800/394-1247
26 NOVEMBER 2001

Roscoe Turner - Famolls Race Pilot
"I couldn't
havewon
these swell
trophies
without
Poly-Fiber!"
W
ell, OK... maybe he didn'tactuallysaythat...
butwe bethewould have ifPoly-Fiberhad
beenaround in the'30s.Hisplanewouldhave been
lighterand stronger,too, and thechanceoffire
wouldhave beengreatlyreducedbecausePoly-Fiber
won' t supportcombustion. Not only that,but
Gilmore'splayful claw holeswouldhavebeeneasy
torepair. Sorry, Roscoe.
*Reallyeasytouse *Thebestmanualaround
*40yearsofsuccess *NationwideEAAworkshops
*Newstep-by-stepvideo *Toll-freetechnicalsupport
800-362-3490
www.polyfiber.com
email: info@polyfiber.com
FAX:909-6S4-0S1S
VAA
NEWS
CONTINUED
sic and Contemporary category air-
planes for purposes other than
recreation, and modifying them using
excepti ona l workmanship is a skill
we're pleased to acknowledge."
The VAA Board also voted to
change the effective dates of the
Contemporary judging category,
which includes aircraft constructed
by the original manufacturer, or its
licensee, on or after January I, 1956.
Starting in 2002, and continuing
each year thereafter, a year will be
added to the closing date for aircraft
eligible to be judged in the Contem-
porary category. During EAA
AirVenture 2002, aircraft con-
structed up through December 31,
1966, will be eligible for judging.
Each year, the category will then
grow by one year-in 2003 the cut-
off year will be 1967, in 2004 it will
be 1968, and so forth. The VAA judg-
ing committee will review the policy
on a yearly basis.
"With each passing year we're see-
ing outstanding restorations of
airplanes built during the 1960s,"
said Espie "Butch" Joyce, VAA presi-
dent. "Owners of these airplanes now
face many of the same maintenance
and insurance issues Antique and
Classic aircraft owners have faced for
years. We're pleased to offer these pi-
lots the same benefits and the
camaraderie that have been the hall-
mark of EAA's Vintage Aircraft
Association for more than 25 years. "
The other VAA judging guidelines
will remain the same. An Antique
aircraft is one constructed by the
original manufacturer, or its li-
censee, on or before August 31,
1945, with the exception of certain
pre-World War II aircraft models
that had only a small postwar pro-
duction. A Classic aircraft is one
constructed by the original manu-
facturer, or its licensee, on or after
September I, 1945, through Decem-
ber 31, 1955. ......
LB
' ,:: ,
. . . . ~

Air cra ft Coa t i n g_

www.polyfiber.com www.aircraftspruce.com
Workshop Schedule
Jan 11-13. 2002 Griffin.GA
TIG WELDING
Jan 18-20.2002 Corona. CA
RVASSEMBLY
Jan 18-20. 2002 Griffin.GA
RVASSEMBLY
Jan 19.2002 Oshkosh. WI
TEST FLYING
YOUR PROJECT
Jan 19-20.2002 Oshkosh.WI
SHEET METAL
COMPOSITECONSTRUCT.
ELECTRICALSYSTEMS
&AVIONICS
FABRICCOVERING
INTROTO BUILDING
Feb8-10.2002 Griffin.GA
TIGWELDING
Mar1-3. 2002 Oshkosh.WI
RVASSEMBLY
Visit www.sportair.com foracompletelisting ofworkshops.
$PORTA1R
WORKSHOPS
~
Mar1-3.2002 Griffin.GA
ADVANCEDTIG WELDING
RVASSEMBLY
Mar22-24. 2002 Corona.CA
RVASSEMBLY
Mar23. 2002 Dallas. TX
TESTFLYING
YOUR PROJECT
Mar23-24.2002 Dallas.TX
SHEET METAL
COMPOSITECONSTRUCT.
ELECTRICALSYSTEMS
&AVIONICS
FABRICCOVERING
GASWELDING
April20-21.2002 Watsonville.CA
SHEETMETAL
COMPOSITECONSTRUCT.
FABRICCOVERING
1-800-WORKSHOP
1-800-967-5746
sportair@eaa.org
VINTAGE AIRPLANE 27
Looking For A Ciift?
Look No More!
www.AirplaneTshirts.com
www.Aviation-Giftshop.com
18006457739
VINTAGE
TRADER
Something to buy,
sell or trade?
Classified Word Ads: SS.SO per 10 words,
180 words maximum, wi th boldface lead-in
on first line.
Classified Display Ads: One col umn 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 sec-
ond month prior to desired issue date (i.e.,
January 10 is the closing date for the March
issue). VAA reserves the right to reject any
adverti si ng in conflict with its policies.
Rates cover one insert ion per issue. Classi -
fied ads are not accept ed via phone.
Payment must accompany order. Word ads
may be sent via fax (920/426-4828) or e-mail
(c1llssllds@ellll.org) using credit card payment
(all cards accepted). Include name on card,
complete address, type of card, card number,
and expiration date. Make checks payable to
EAA. Address advertising correspondence to
EAA Publications Classified Ad Manager, P.O.
Box 3086, Oshkosh, WI 54903-3086.
BABBITT BEARING SERVICE - rod bearings,
main bearings, bushings, master rods,
valves, piston rings Call us Toll Free
1/800/233-6934, e-mail ramremfg@ao/.com
Web site www.ramengine.com VINTAGE
ENGINE MACHINE WORKS, N. 604 FREYA
ST., SPOKANE, WA 99202.
Airplane T-Shirts
150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE!
www.airp/anetshirts.com
1-800-645-7739
THERE' S JUST NOTHING LIKE IT
ON THE WEB!!
wwwaviation-giftshoD.com
A Web Site With The Pi lot In Mind
(and those who love airplanes)
For sale, reluctantly: Warner 145 & 165 en-
gines. 1 each, new OH and low time. No
tire kickers, pl ease. Two Curtiss Reed
props to go with above engi nes. 1934
Aeronca C-3 Razorback with spare engine
parts. 1966 Helton Lark 95, Serial #8. Very
rare, PQ-8 certified Target Drone derivative.
Tri-gear Culver Cadet. See Juptner's Vol.
8-170. Total time ME 845 hrs. I just have
too many toys and I' m not getting any
younger. Find my name in the Officers &
Directors li sting of Vintage and e-mail or
call evenings. E. E. " Buck" Hilbert
1940 J-3 Cub proj ect, disassembled, 65
Continental engine. $7,500 firm! 863-
699-1911
28 DECEMBER 2001
Aircraft Exhaust Systems
Jumping Branch, WV 25969
800-227-5951
30 different engines for fitting
Antiques, Warbirds, General Aviation
304-466-1 724 Fax 304-466-0802
~ e use of Dacron or simnor modern materials os a substitute for (otton is a
de<ld giveaway la Ihe knowing eye. They simply do nOllook righl on vinloge
oimoh: from Robert Mikesh( former curolor of Ihe Nalional Air ond Space
Museum, in hi! oook Res/oring "'"",um Aif(rah.
VltiTAGe AeRO fAP.>RICJ, LTD
~
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Don't compromise your restoration with modern coverings ...
finish the ;ob correctly with outhentic fobrics .
(ertilkaled Grade A (allan
Early airaalt callan
Imported aircraft Linen (beige and Ion)
German WW I Lozenge prilll Iabri<
Fabrk lapes: frayed, slraighl, pinked and early Amerkan pinked
Waxed linen lacing cord
Pure colton machine Qnd bond sewing thread
Vinlage Aero Fabrics, Ltd. 18 Journey's End, Mendon, VT 05701
lei: 802-7730686 fax: 802-786-2129 websile: 'IIWW.anlol h.tom
Original Nieuport 28 reslared by Vintage Avionon Services
World of Flight
2002
To Order Call :
1-800-843-3612
(Outside US & Canada 920-426-5912)
Send your order by mail to:
EAA Mai l Orders
PO Box 3086
Oshkosh, WI 54903-3086
Major credit cards accepted. WI residents add 5% sales
tax. Sh ipping and handling not included.
11le Leader In RecreatiollalAviation
EAA's 2002 Calendar
Features the Best In Aviation
Photography with ...
13 f l i ght inspiring months to
schedu le appointments and
important events.
12" x 24" format you can proudl y
displ ay in your ho me and office.
Full -color images ideal for framing.
Dates and web sites to ass ist in
planning your trip to EAA A irVenture
Oshkosh and the many EAA Regio nal
Fly-Ins throughout the US.
___ _ ~ l
=t ,
- , 10 12
tJ 14 IS 16 17 18 19
10 .-21
27 28
VINTAGE
AIRCRAFT
MembershipServicesDirectory-
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION
OFFICERS
President Vice-President
Espie 'Butch'Joyce George Daubner
P.O. Box 35584 2448Lough Lane
Greensboro,NC27425 Hartford,WI53027
336/ 6683650 262/6735885
windsock@aol.com vaaflyboy@aol.com
Treasurer
Secretary
Charles W. HarriS
SteveNesse
7215 East 46th SI.
2009 HighlandAve.
Tulsa, OK 74147
Albert Lea, MN 56007
918/ 6228400
507/ 3731674
cwh@hv5u.com
DIRECTORS
David Bennett JeannieHill
P.O. Box 1188 P. O. Box 328
Roseville, CA 95678 Harvard, IL60033
916/ 6456926 815/9437205
antiquer@inreach.com dinghao@owc.net
Robert C. Brauer Steve Krog
9345 S. HOJOne 1002 Heather In.
Hartford,WI 53027

262/9667627
photopilot@aol.com sskrog@aol.com
John Berendt RobertD. "Bob"Lumley
7645 EchoPoint Rd. 1265 South 124thSl.
CannonFalls,MN55009 BrOOkfield,WI 5300S
507/ 26324 14 262/7822633
fchld@rconnect. com lumpeI@execpc.com
Gene Morris
JohnS. Copeland
5936SteveCourt
IADeaconSt reet
Roanoke, TX 76262
01532 817/4919110
n03capt@f1ash.net
copelandl@j uno.com
Dean Richardson
Phil Coulson
1429 Rd

616/6246490 dar@aprilaire.com
rcoulsonSl6@lcs.com
GeoffRobison
Roge.r Gomoll 1521 E. MacGregor Dr.
New Haven, IN46774

219/4934724
507/288 2810 chief7025@aol.com
rgomoll@hotmail.com
S.H. "Wes" Schmid
DaleA. Gustarson 2359 LefeberAvenue
7724 Shady HillsDr. Wauwatosa, WI53213
414/7711545
shschmid@gdinet.com

EAA AviationCenter, POBox3086, OshkoshWI54903-3086
Phone(920) 426-4800 Fax (920) 426-4873
Web Site: http://www.eaa.orga/ld Ilttl'://www,airve1lture,org E-Mail: vi1ltage@ eaa.org
EAA andDivision MembershipServices
800-8433612 ............FAX 920-426-6761
(8:00 AM-7:00 PM Monday-FridayCSn
ew/ renew memberships:EAA,Divisions
(VintageAircraftAssociation,lAC, Warbirds),
National Association ofFlight Instructors
(NAFI)
Address changes
Merchandisesales
Gift memberships
ProgramsandActivities
EAA AirVenture Fax-On-Demand Di rectory
..........................732-8856711
Auto FuelSTCs .. . ..... ... ...920426-4843
Build/ restoreinformation .....920426-4821
Chapters: locating/ organizing. .920-426-4876
Education . ... .......... ....920-426-6815
EAA AirAcademy
EAA Scholarships
Flight Advisors information....920-426-6522
Flight Instructorinformation...920-426-6801
FlyingStart Program..........920-426-6847
LibraryServices/Research......920-426-4848
Medical Questions............920-426-4821
Technical Counselors .........920-426-4821
Young Eagles................920-426-4831
Benefits
Aircraft Financing(Textron) ...800-851-1367
AUA ......................800-727-3823
AVEMCO ..................800638-8440
Term Life andAccidental......800-241-6103
Death Insurance(Harvey Watt & Company)
Editorial
Submittingarticle/ photo;advertisinginforma-
tion
920-426-4825............FAX 920-426-4828
EAA Aviation Foundation
Artifact Donations ...........920-426-4877
Financial Support ........... 800-236-1025
MEMBERSHIPINFORMATION
AVIATIONmagaZinenotincluded). (Add $10
Membership in the ExperimentalAircraftAssoci
EAA
forForeign Postage.)
ation,Inc. is $40 foroneyear,induding12 issuesof
SPORTAVIATION. Familymembershipi5available WARBIRDS
foran additional$10annually. JuniorMembership CurrentEAA membersmayjoin theEAA War-
(under19yearsofage) isavailableat$23 annually. birdsofAmericaDivisionandreceiveWARBIRDS
All majorcreditcardsaccepted formembership. magazineforanadditional $35 peryear.
(Add$16for Foreigll Postage.) EAA Membership, WARBIRDSmagazine
andoneyearmembership in theWarbirdsDivi-
VINTAGE AIRCRAFTASSOCIATION
sion is ava il able for $45 per year (SPORT
Current EAA members mayjoin theVintage
AVIATIONmagazine notincluded). (Add $7 for
AircraftAssociatonand receive VINTAGEAIR-
Foreign Postage.)
PLANEmagazinefor an additional $36 peryear.
EAA Membership, VINTAGE AIRPLANE
EAA EXPERIMENTER
magazi neand oneyearmembership in theEAA
Current EAA members ma y receive EAA
Vintage Aircraft Association isavailable for$46
EXPERIMENTERmagazine foran additional
peryear(SPORTAVIATIONmagazine notin-
$20 per year.
cluded). (Add$7for Foreigll Postage.)
EAA Membership and EAA EXPERIMENTER
magazine isavailablefor $30 per year(SPORT
AVIATIONmagazinenot included).(Add$8 for
lAC
Foreign Postage.)
Current EAA members may join theInterna-
tional AerobaticClub, Inc. Divisionand receive
SPORTAEROBATICSmagazinefo ranaddi- FOREIGN MEMBERSHIPS
tional $40 peryear. Please submityour remittancewith acheckor
EAA Membership, SPORTAEROBATICS draft drawnonaUnited Statesbankpayablein
magaZine andoneyear membership in thelAC UnitedStates doll ars. Add required Foreign
Division isavailablefor $50 peryea r(SPORT Postage amountfor each membership.
DIRECTORS
EMERITUS
GeneChase E.E. "Buck"Hilbert
21S9 CarltonRd. P.O. Box 424
Oshkosh,WI54904
Union,IL60180
920/ 2315002
815/9234591
buck7aC@mc. net
ADVISORS
AJan Shackleton
P.O. Box 656
SugarGrove, IL60554-0656
630/4664193
103346.1772@<ompuserve.ccm
SteveBender Dave Clark
81SAi rport Road 635 VestalLane
Roanoke, TX 76262 Plainfield,IN46168
817/ 4914700 317/8394500
sst davecpd@iquest.net
MembershipduestoEAA and itsdivisionsarenottaxdeductibleas charitablecontributions.
Copyright 2001 by IheEMVinlageAircraftAssocialion
All rightsreserved.
VINTAGE AIRPLANE(ISSN00916943)IPM 1482602ispublishedand ownedexclusivelybyIheEMVinlageAircra"AssociationoftheExperimentalAircra"AssociationandispublishedmonthlyatEMAvi ationCenter. 3000Poberezny
Rd.PO.Box3088.Oshkosh,Wisconsin549033088.PeriodicalsPoslagepaidat Oshkosh.Wisconsin54901 andaladditionalmailingoffices.POSTMASTER:Sendaddresschanges10 EMVintageAircra"Association.PO.Box3086.
Oshkosh.WI 549033088.FOREIGN ANDAPOADDRESSES - PleaseallowalleasttwomonlhslordeliveryofVINTAGE AIRPLANE 10 loreignandAPO addressesvia suriacemail. ADVERTISING - VintageAircra"Associationdoes
not guaranteeOf endorseanyproductofferedthrough theadvertising.We inviteconstructivecriticism and welcomeanyreport 01 inferiormerchandiseobtainedthroughouradvertisingso thatcorrectivemeasurescan be taken.EDITO-
RIAL POLICY:Readers areencouragedto submitstoriesandphotographs. Policyopinionsexpressedinarticles aresolelythoseoftheauthors. Responsibility!Ofaccuracyin reporting rests entirelywith theconlribut()(. Norenumeratioo is
made. shook!be senllo:Edrtor. VINTAGEAIRPLANE,PO. Box3086. Oshkosh. WI 549033088. Phooe 92014264800.
The words EM,ULTRALIGHT,FLY WITH THE FIRSTTEAM,SPORTAVIATION,FOR THE LOVE OF FLYINGand the logos of EAA,EAA INTERNATIONAL CONVENTION,EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA
TlONAL AEROBATIC CLUB,WARBIRDS OF AMERICA are registered trademarks. THE EAA SKY SHOPPE and logos ofIhe EAA AVIATION FOUNDATION,EAA ULTRALIGHT CONVENTION and EMAirYenture are Irace
marksofthe aboveassociationsand theirusebyany person otherthan theaboveassociation isstrictlyprohibited.
VINTAGE AIRPLANE 29
INTAGE
MER HANDISE
a. FleeceYouthVests .......$12.95
These softfleecevests are availabl ein
royal blue. grey,and green.
blue sm \100587 grey sm \110515
blue Ig\110509 gl'ey md V00516
blue xl VI0510 gl'ey Ig\l10517
green sm \110511 grey xlVI0518
green xl\I10514
b.TravelMug.....\100342 $12.95
Classicstainlessst.eel mugwithplastic
handleand cap. Standard base fitsmost
carcup holders.
c. LeatherVarsityJacket...$229.95
Leatherand wool al'e combined to cI'eate
thisclassic jacketwith embossed vintage
airplanesand Vintage logo on theback.
md \100344 xl \100346
Ig \100345
d.EmbossedDenimJacket ..$65.99
Cotton denim jacketwithVintage patch
on the frontand embossed planes and
logoon theback.
md \100241 xl \100243
19 \100242
2x \100244
e. PocketVest ............$29.95
Greatfor traveling,thisvesthelpsto
k.eep yourhands free forusingacamera,
caringluggageorsimplygreatforaround
the town activities. Comes in olive01'
khaki (notshown).
Khaki Ig\100507 xl\100493
Olive IgV00494 xl\100495
f. (;offeeMug .....V00234
$4.95
EnjoyyourmOI'ningcoffeewith this blue
trimmedVintage logo mug.
TELEPHONE
ORDERS
800-843-3612
FROM USAND CANADA
ALLOTHERS CALL
920-426-5912
a.
MAILORDERS
P.O. BOX 3086
OSHKOSH, WI 54903-3086
ORDER ONLINE
WWW.EAA.ORG e. f.
ORDER ONLINE
WWW.EAA.ORG
g. Crew Sweater .........
Thisdarknavykni tsweatel'has cotton
patches atthe shoulderand elbowsand
sportsthe Vintage logo. k
Sill V00516 xl Vl0525
IIId Vl0523 xxi \100517 '19.9;;
Ig \110524
LeatherBa3sfrOnt
Vinta3eAircraft
Anembossedlogo gr aceseachofthese
finelycr afted.genuineleatherbags,
whi chcomei neithertanorblack.
h. Leather rouch ..... . ..... $21.95
tan V00584 black V00513
Flapped,softleather baghas shoulder
strap.Approxi matesize: 7.5"11 x5"wx 1.5"d
i.Leather Briefcase ..... . .. $79.95
tan V00497 black \100510
Cr aftedwithaI'ich design, thi scase has
sever al interi or pocketsandgoes from
hometotheboardroomin style. Approxi-
mately 12"hx 16"wx4.5"d
j. LeatherBackpack ........$49.95
tan \100498 black \100511
Perfectl ysi zedwi thconvenient zippered
pocketsonthe insideand outside. Approx-
imately: f1"hx9"wx4.5"d
k. Leather rocket Ba3
(blackonly) .......\100512 $46.95
Convenient phone/sunglass pocketmake
thi sbagadefiniteaccessory.
Approximatesi ze: 9"hx6"wx 3"d
I.Golf Shirts ............ $31.95
TheVintage gol fshirtisyourversatil e,
comfortabl e. 100% combedcotton sport
shirtforalmostever yacti vity.
Burgundy
IIId \100539 Sill V00543
Ig V00540 Ig V00545
xl \100541 xl \100546
2x V00542 2x V00547
Ocean Blue MaizeYeUow
Sill \100549 Sill V00555
IIId \100550 md \100556
Ig V00552 Ig \100557
xl \100553 xl \100558
2x \100554 2x V00559
m. Woman's Blouse ......... $84.95
Thislovely. cot ton/polybl end shift is
trimmedwi thgenuineAustri ancl'ystals
and iswrinklefree. Machinewashabl e.
\I1 0496 . ... ....Pinksize 10
\I10497.........Blacksize 12
\I10498. ... .. ..Cream size 14
II.Adult Bur3Undy Fleece Vest
......... ..............$14.95
Similar totheyouth fl eecevest, thisadult
ver sion isawelcomedlayer duringcold
winteractiviti es.
sm V00586 Ig \110506
md \110505 xl \110507
o. VintageCaps....... .....$12.95
Choose acolor and styleto fityour
personal taste. O.
Stone ..................V00225
RoyalBlue ..............V00355
Khaki (nol shown)V00356
Olive (noLshown) V00357
Red ...................V00359
Maroon.................V00438
Red w/mn'), Inolshown) V00361
Khaki w/na,,)'........ .....V00439
Yelloww/na,,)' ............V00435
Nat.uralwIred (nol shown)V00436
Red w/black .............V00437
p. YouthCamoShirt........$19.95
Sportshirt features folll' buttoned pock-
ets and Vintage Logo. Madeof65%
poly/35%cottonand ismachine
washabl e.Youth sizes:
Sill \100609 IlId
Ig V00611 xl
q. LadiesScoop.neckTee
81m . ..........V10485 $49.95
GenuineAustri acrystalsoutlincthe
Vintage logo on this navyspor'ttee. 95%
cotton/5%spandex fabri cholds it's
shape and keeps youcool.
I' . SelectBoundVintageVolumes
Limitedquanti ties ofVi ntage bound
TELEPHONE
volumes are availabl e.
ORDERS
1990and before ..........$25.00
Aller1990...............$30.00 800-843-3612
s.YouthFlightJacket $38.95
This classicjacketissizedrot' young
people. Made ofnylon withknitcollar,
cuffs. and waist. Sportsan orangeliner.
Youth sizes: Sill V00605
IIld V00606 Ig \100607
t. NoveltyDolls ....VI0500 59.95
Agreatconversationpi ece. these dolls
lookcleverstandingbyyourair'plane.
Approxatelythr'ee feettall.
u. ZipperedSweatshirt .....59.95
50%cotton/50%polyandmachinewash-
able. thistop hasanelegantoutlinearound
theVintage logowithgenuineAustrian
crystals. Comes in navyorforTestgr'Cen.
n3\')' IlId Vl0489 lIavyIg Vl0490
113\')' xl V10491
green IIId Vl0492 greenxl Vl0494
MAILORDERS
P.o . Box3086 ORDER ONLINE
OSHKOSH, WI 54903-3086 WWW.EAA.ORG
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