VOL. 30, No.

APRIL 2002

STRAIGHT & LEVELlButch Joyce

2 VAA NEWS/H.G. Frautschy

4

FRIENDS OF THE RED BARN

JACK AND THE AIRPORT KID/Bruce Miller

MYSTERY PLANE/H.G. Frautschy

7 MYSTERY PLANE EXTRA-ORENCO/Peter M. Bowers

10 PASS IT TO BUCK/Buck Hilbert
11 FROM THE ARCHIVES/H.G. Frautschy &. Susan Lwvey
12 A " YOUNG MAN" WITH A FAMOUS PAST/
Russell Davis

17 THE McDONALD'S MOONEY/Budd Davisson

21 TYPE CLUB NOTES
23 NEW MEMBERS
24 CALENDAR
27 CLASSIFIED ADS
WWW.VINTAGEAIRCRAFT.ORG

30 VAA MERCHANDISE

Publisher

TOM POBEREZNY

Edltor-In-Chlef

SCOTT SPANGLER

Executive mrector, Editor

HENRY G. FRAUTSCHY

VAA Adminis trative Assistant THERESA BOOKS

Executive Editor

MIKE DIFRISCO

Contributing Editors

JOHN UNDERWOOD
BUDD DAVISSON

Graphic Deslgller

OLIVIA L. PHILLIP

Photograp"Y Staff

JIM KOEPNICK
LEEANN ABRAMS

A dvertis lng/E(litorlal A ssistant ISABELLE WISKE

STRAIG

T8c
BY ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION

Keeping track of time

When this issue arrives in your
mailbox, the Sun 'n Fun EAA Fly
In at Lakeland, Florida, will be in
full swing. After a long winter for
the editorial staff, members, and
me, this event is a wonderful place
to get renewed and come out smil
ing for the upcoming fly-in season.
It's a lot like Sunday at the drag
strip when I was a teenager. When
leaving the races, we all did so
spinning our wheels!
Over the past year I feel that
Vintage Airplane magazine has im
proved. One of the biggest factors
for this improvement is the addi
tion of well-respected writers such
as Budd Davisson. We will con
tinue to improve in the future for
your reading pleasure and educa
tion. Any comments, suggestions,
information, and articles are more
than welcome at any time. Send
them directly to your editor, H.G.
Frautschy, at EAA headquarters.
One important factor for the
continued improvement of Vin
tage Airplane is an increase in the
number of VAA members. You,
the members, can help. Ask one
of your vintage airplane friends
to join the EAA Vintage Aircraft
Association.
I hope you'll never have to learn
about this the hard way, but here's
something we all should keep in
mind. A couple of years ago, at a
VAA Chapter 3 fly-in at Darling
ton, we had the pleasure of having
Paul Poberezny serve as the speaker
for the Saturday night dinner. Paul
arrived at the fly-in on Friday af
ternoon and was there all day on
Saturday. I've enjoyed our friend
ship over the years, and the fly-in

was a good time for us to visit with

each other. On Friday evening we
had a South Carolina pig pickin',
and after that was over we all re
turned to the hotel. Paul was
traveling alone so he came over to
my room to relax and talk. One of
my best friends, a retired airline
captain, joined us.
During the conversations that
evening, I pOinted out to my friend
that Paul has always kept great
records of his activity each day. If
you go to Paul's home or shop, af
ter you enter the door your first
order of business is to sign his
guest book. The conversation
moved on to the subject of keep
ing flying time logged. Now I'll be
the first to admit that I am not
very good at logging my time, but
I do try to keep some record. My
airline pilot friend said that he had
quit keeping a logbook many years
ago. At that pOint, Paul took issue
with my friend's reasoning for not
keeping an accurate logbook. If
you have an accident without
proof of experience, you might be
in trouble. You'd be right if you
wondered if you'd be in deep yo
gurt with the FAA, but you'll also
need that documentation for an
other reason.
I'll bet you can imagine what
happened not too long after that
evening. At the very next fly-in,
my friend and his T-6 inadver
tently headed for the woods,
resulting in a bent wing, a bent
prop, and some other broken or
damaged items that resulted in a
bill for about $ 70,000 in repairs.
No one was injured, but my friend
said that it was really hard climb

ing out of that airplane in front of

all those people. The claim was
turned in. Then came the letter
with the statement, "Please pro
vide copies of the last four pages
of your pilot logbook, a copy of
the page with last BFR, and the
page detailing compliance with
any required checkout for this air
craft." Oops!
My friend was able to satisfy the
insurance company, but only be
cause of the airline records and his
training at SimCom. This story has
a happy ending, and he is once
again flying the T-6, but it could
have ended with a big hole in his
checkbook if the insurance claim
was denied based on lack of proof
of experience. In the past insur
ance companies were not as picky
regarding paperwork because of
the number of companies and rein
surance. This is not the case today!
Just a few companies are in the
aviation insurance business, and
the reinsurance markets are also
fewer in number. Therefore, they
are very tightfisted. It is to your
benefit to keep good records and
keep them in a safe place. (J keep a
photocopy record of my logbook in my
office files, away from home or the
hangar.-Editor) I again hope that

you never have a need for them for

this reason.
Let's all pull in the same direc
tion for the good of aviation.
Remember, we are better together.
Join us and have it all.
Butch Joyce
......
VINTAGE AIRPLANE

COMPILED BY H.G. FRAUTSCHY

FAA and EAANAA Developing

Policy to Make Vintage Aircraft
Data More Widely Available
Vintage aircraft owners received
some very good news on March 1.
The FAA established new legal guide
lines for the release of original
aircraft blueprints and supplemental
type certificates when ownership of
the design data cannot be substanti
ated . Under the guidelines, when
requested by the public, the FAA
would conduct an exhaustive search
for the owner of vintage aircraft de
sign data. If none can be found,
constructive public notice would
then be given for 60 days in an ef
fort to locate potential, unknown
owners. If none come forward, the
design data would be released to the
public. Requests for data would be
made to the FAA under a Freedom of
Information Act request.
The FAA routinely receives re
quests from individuals seeking
copies of antique aircraft blueprints,
which it cannot release without per
mission from the owner of the type
certificate. When an owner cannot
be found, plans cannot be released.
Constructive notice, after a Freedom
of Information Act (FOIA) request,
would provide a way for the FAA to
release data if it cannot find the
owner, and this is a real break
through for those wishing to restore
and/or modify vintage aircraft.
"This is a very important step for
owners of vintage aircraft who have
been in a Catch-22 for so long, and

what had previously been unneces

sarily protected as proprietary data."
Data belonging to companies that
are still in business or who wish to
protect their data for other reasons
will not have their design data re
leased under the new FAA policy.
FAA legal counsel has agreed that
"posting a public notice for 60 days
would serve as constructive notice
to anyone with an interest in the
data, and if we receive no response,
we can release the prints to the re
questers." Notice would be posted in
various publications, such as Vintage
Airplane magazine. The change in
the FAA guidelines was hastened by
assistance provided by the Vintage
Aircraft Association. Last year, we
printed a request from FAA seeking
information on the owner of spe
cific vintage airplane data. That plea
brought responses that allowed the
proper permission to be obtained
and the data released in time to as
sist owners of that aircraft.
This policy has been coordinated
among all of the FAA Regional
Counsels and the Office of the Sec
retary of Transportation; however,
specific procedures for conducting
an ownership search and serving
constructive notice have not been
established as a matter of national
policy yet. The Freedom of Informa
tion Act Office is currently working
with EAA and the FAA Aircraft Certi
fication Service to develop national
policy that will be set forth in an
FAA Order later this summer.

~areg~ifi~t~tilieAAA~s~

sponded to our longstanding

concerns," said Earl Lawrence, EAA
Vice President of Government Pro
grams and Policy. "Owners are
reqUired to maintain and modify
their aircraft using approved data,
yet because so many of the compa
nies are long out of business, no
data is available. This set of legal
guidelines will help the FAA develop
a set of procedures to legally release
2

APRIL 2002

Supplemental Type Certificate

and Airworthiness Directive In
formation Online
The Internet is proving to be a
terrific way to access aviation infor
mation. Finding an STC or AD used
to be a grueling search through piles
of paper or a set of microfiche cards,
but no longer.
If you're looking for an STC, go to
http://av-info.faa.gov/stc/. You can ac-

FRONT COVER: The Mooney M20 is

one of the many four-place airplanes
that fit in the VAA's Contemporary
judging category. This sharp looking
example is owned and flown by Mon
roe and Nancy McDonald of Dallas,
Texas . EAA photo by Jim Koepnick,
shot with a Canon EOSln equipped
with an 80-200 mm lens on 100 ASA
Fuji slide film. EM Cessna 210 photo
plane flown by Bruce Moore.
BACK COVER: The International Sport
Aviation Museum (ISAM) located on
the grounds of Sun 'n Fun, features a
number of well known and interesting
aircraft, including one of Steve
Wittman's most famous racers, Chief
Oshkosh. The recent restoration,
which was started by Ed Saureman
and completed by Joe Araldi, shows
the airplane as it existed in 1937
1938. It's included in the Golden Age
of Air Racing exhibit in the museum.
For more information, contact the
ISAM at 863/644-2431 or visit them
on the web at: www.sun-n-fun.com.
cess ADs on the FAA website at

http://av-infofaa.gov/ad/AD.htm.

Foreign Fliers Advised to Plan

EAA AirVenture Flights Early
One of the many NOTAMS
0/3356) issued by the FAA since
September 11 still restricts foreign
registered general aviation aircraft
and ultralights from flying into the
United States. This applies to all air
craft except those registered in
Canada and Mexico. If you plan to
fly into EAA AirVenture Oshkosh
2002 from any other country, EAA
strongly recommends you plan your
flight early. The FAA will accept
waiver applications for flights to
Oshkosh through May IS, 2002.
To obtain a waiver request form ,
visit the FAA website at http://
www.intl.faa.gov/. Complete and fax
the form to the phone number listed
at the bottom of page 1.

~AAEROMAIL

We appreciate the feedback we've re

ceived regarding the Sport Pilot Newsletter
you received, courtesy of EAA, in last
month's Vintage Airplane. We antici
pated there would be a need for a second
newsletter detailing the comments that
EAA's staff has compiled, but, happily,
the list ofcomments is short, so the deci
sion was made to hold offon producing
an entire newsletter to cover those com
ments. Here are the points EAA and VAA
will comment upon in the NPRM.
EAA Evaluates Sport Pilot NPRM

EAA's Government Relations De

partment has been scrutinizing every
word of the sport pilot notice of pro
posed rulemaking (NPRM) since the
FAA published it in the Federal Register
on February S. Nearly finished with
their work, department staffers call
this groundbreaking proposal one of
the best-written and well-thought-out
NPRMs in recent memory.
EAA finds the NPRM generally ac
ceptable and commends FAA for the
quality of this comprehensive set of
rules, but it believes a few minor
changes would make the rule more ef
fective, reasonable, and usable.
Although EAA will comment on
these items and make suggestions for
improvements in its official com
ments, it will address the major topics
here for the benefit of all those inter
ested in the sport pilot proposal. These
topics are the requirements for make
and model endorsements, the light
sport aircraft maximum gross weight,
and training requirements for a pow
ered parachute sport pilot certificate.
Given the variety of aircraft in
each category (fixed-wing , weight
shift, and powered parachute),
implementing and complying with
the make-and-modellogbook en
dorsement would be difficult,
especially for sport pilot instructors
(SPIs) who must be able to provide
such endorsements in as many makes
and models as possible.
Make-and-model endorsements
for weight-shift (trike) and powered
parachutes seem unnecessary because
their fl ying characteristics are nearly
identical. EAA believes there is an al
ternative way to ensure safety in

fixed-wing aircraft, which can have

varied handling characteristics.
The FAA has already acknowledged
that it needs to consider alternatives
to the make-and-model requirements
and has asked EAA and others to work
closely with the FAA in developing an
alternative.
EAA supports a revised maximum
gross weight in the definition of a
light-sport aircraft (LSA). Many produc
tion aircraft meet all the LSA
performance requirements (stall speed,
top speed, and others) except for the
weight limit because they wear older,
heavier engines instead of today 's
lighter weight powerplants. Increasing
the LSA weight limit slightly would al
low sport pilots to fly several additional
vintage aircraft models.
The NPRM calls for 20 hours of
flight experience for a sport pilot
powered parachute endorsement,
and EAA believes this is more than
needed to provide an appropriate
level of safety. A previous FAA pro
posal to add a powered parachute
rating to the recreational pilot certifi
cate called for only 10 hours . EAA
will suggest that the FAA reduce the
sport pilot requirement to this figure
and add requirements for a specific
number of flights, similar to those re
quired for a glider rating.
One of the NPRM's most promis
ing parts is the development and use
of industry-based consensus specifi
cations to govern th e design,
manufacture, test, and maintenance
of factory-built LSAs. Many of EAA's
concerns about the implementation
of the process will have to be worked
out by the body that develops the
consensus standards.
An example of an EAA concern is
that the NPRM requires owners to
maintain their LSA in accordance with
the manufacturers' instructions. Will
the consensus standards provide for
the approval of after-market parts, or
will LSA manufacturers be the sole
source of parts?
Because the consensus specifica
tions are important, EAA has taken a
proactive leadership role establishing
the consensus body that will write
continued on page 28

The subject I'm going to write about

should be extremely important to all of us
as our fleet of Antique and Classic and now
Contemporary aircraft are getting up in age
along with the owners and maintainers.
We have all struggled in the past in the
attempt to gather the necessary technical
information to restore or refurbish our new
found treasure. Now is the time to remedy
that situation. With all the technical capabil
ity we have today, such as computers,
digital scanners , and the Internet, it would
be an absolute shame not to compile all
the necessary data that can be preserved
for generations to come.
John Berendt (Fairchild Club president)
and I recognized the need to start a Docu
mentation Preservation Program that will
ensure all the data that has been collected
by our club members is available to future
members. A few phone calls, some e-mails,
and a posting in the Fairchild Flyer opened
the floodgates of data collection.
At the present time we have collected
more than 1,000 megabytes of data.
(Presently, a stack of data stands 2 feet
tall and is growing fast.) The first Fairchild
CD-ROM has been delivered to club mem
bers , and the response has been
wonderful. If a club member living on the
other side of the world needs a specific
airframe drawing or technical tip, he can
either purchase a CD-ROM or, if he needs
it right away, the specific drawing can be
sent via e-mail and it will be there in two
minutes via the Internet. The first CD in
cluded data ranging from technical tips ,
engineering drawings , history, magazine
articles, and photographs. The list is
quite extensive .
Due to the fantastic response and the
snowball effect of so much data coming
into our club, we are now creating a nine
volume set that will provide support for the
KR biplane up through the PT series. All
structural, engine, and propeller mainte
nance manuals will be included, along with
an extensive amount of other technical
data. This effort for the Fairchild Club will
be an ongoing effort for many years to
come. Seventy years of data will take a long
time to gather and preserve!
To all the Type Club pres idents and
members: If you can find a willing person
that can spearhead the collection effort, do
it. Preserve that data and provide it for gen
erations to come.
If anyone would like additional informa
t ion on how to go about th is task, please
feel free to contact me .
Jamie S. Treat
3140 Richmond Dr.
Colorado Springs, CO 80922
Phone: 719/ 570-0782 (evenings)
E-mail: JSTreat360@aol.com
VINTAGE AIRPLANE

VAA's "Friends of The Red Barn"

VAA 2002 Convention Fund Raising Program

The Vintage Aircraft Association is a major participant
in th e World's Largest Annual Sport Aviation Event
EAA AirVenture Oshkosh! The Vintage Division hosts
and parks over 2,000 vintage airplanes each year from
the Red Barn area of Wittman Field south to the perime
ter of the airport.
The financial support for the various activities in con
nection with the week-long event in the Red Barn area
has been principally derived from the Vintage Aircraft
Association's general income fund. The Vintage Board
has elected to more properly underwrite the annual Vin
tage Red Barn area Convention activities from a yearly
special convention support fund.
For the July 2002 Convention, the Vintage Aircraft As
sociation is establishing the ((Friends of the VAA Red
Barn " program to financially support the Vintage Aircraft
Division's activities during AirVenture Oshkosh.
This fundraising program will be an annua l affair, be
ginning each year on July 1 and ending June 30 of the
following year. However, for the July 2002 Convent ion,
the initial fund raising program will run from Apri l 15,
2002, and extend through June 30, 2002. There will be
three levels of gifts and gift recognition:
Level I - $600 .00 and above per year gift - Vintage
Gold Level Friend
Level II - $300.00 per year gift - Vintage Silver Level
Friend
Level III - $100.00 per year gift - Vintage Bronze Level
Friend
Each contribution at one of these levels entitles you
to a Certificate of Appreciation from the Division.
Yo ur name will be listed as a contributor in Vintage Air

plane magaZine, and you will be presented with a special

name badge recognizing your level of participation. Dur

ing AirVent ur e, you' ll have access to the Red Barn
Volunteer Center, and we' ll host you on a special
tram tour of the VAA convention grounds.
Gold Level contrib utors will also receive a pair of
certificates each good for a flight on EAA's Ford Tri
motor, redeemable during AirVenture or during the
summer flying season at the EAA AirVenture Museum's
Pioneer Airport. Silver level contributors will receive one
certificate for a flight on the Ford Trimotor.
This is a ((first ever" opportunity for all Vintage mem
bers to join together as a special circle of key financial
supporters of the Vintage Division. It will be a truly re
ward ing exper ience for each of us as individuals to be
part of supporting the finest gath erin g of Antique, Clas
sic and Contemporary airplanes in the world.
Please watch the mail for a special letter from the pres
ident of VAA, Butch Joyce, outlining the special benefits
of becoming a ((Friend of the Red Barn."
Won't you please join those of us who recognize the
tremendously valuable key role the Vintage Aircraft Asso
ciation has played in preserving the great grass roots and
general aviation airplanes of the last 99 years? Your par
ticipation in this specia l circle of EAA's Vintage Aircraft
Association Friends of the VAA Red Barn group will help
insure the very finest in AirVenture Oshkosh Vintage Red
Barn Programs.
Fo r those of you who wish to contribute right away,
we've included a copy of the Contribution form. Feel free to
copy it and mail it to VAA headquarters with your donation.

------~------------ ------------------------------------------------------------------------------------

Friends of the VAA Red Barn

6' -

Name
___________________________________________ EAA#_______________VAA# _______________
Address________________________________________________________________________________________

City/State/Zip

Pho n e_____________________________________E-Ma i1_____________________________________________

Please choo se your leve l o f participation:
___ Level I - $600.00 and above per year gift - Vintage Gold Level Friend
___ Level II - $300.00 per year gift - Vintage Silver Level Friend
___ Level III - $100.00 per year gift - Vintage Bronze Level Friend

o Paym ent Enclosed

o Please C harge my credit card (below)

C redit Card Number _____________________ Expiration Date ___________

Signature_______________________________

Mail your contribution to:

EAA

VINTAGE AIRCRAFT ASSOC.

PO Box 3086

OSHKOSH , WI 54903-3086

*00 you o r your spouse wo rk for a matching gift company? If so, th is gift may qualify for a matching donation. Please ask your Human Re

sources department for the appropriate form.

Na m e of Company ___________________________

The Vintage Ai rcraft Association is a non-profit educational organiza tion under IRS 501 c3 rules. Under Federal Law, th e deduction from Federal Income

tax for charitabl e contributi ons is limited to the amount by which any money (and the value of any property other than money) contributed exceeds

the va lue of th e goods or services provided in exchange for th e contribut ion. An appropriate receipt acknowledging your gift will be sent to you for IRS

gift reporting reaso ns.

APRIL 200 2

Jack and the Airport Kid

Boyhood heroes are always heroes

BRUCE

L. MILLER

There were many "heroes" in early avia

tion during the '20s and '30s in this
country...many of them, if not most of
them , unheralded. They were products, of
ten, of World War I, and they barnstormed
and flew the early airmail. They were the
early FBOs; they managed the early grass
strips and airfields. Plus, they gave flying
lessons and tried to sell airplanes to who
ever could afford them .
Such a man was Jack Jaehnnecke. Jack
was the first proprietor, in 1929, of Air Ac
tivities Inc. Airport, now known as DuPage
County Regional Field. Jack did the flying,
gave the lessons, and sold the aircraft. His
wife, Ethel, a West Chicago school teacher,
likely handled the paperwork and the busi
ness end of things. Jack was my first hero,
and always will be. He gave me my first
ride in an old Wright-powered Curtiss
Robin , in about 1934 (I was 3 at the time).
I remember three airplanes at the field
about then, maybe four...the Robin, a
Travel Air Bipe, an Aeronca C3 Flying Bath
tub, and Leroy Parks ' big, black and orange
(and very noisy) Stearman biplane.
I was an airport kid, always driving my
dad nuts begging him to take me to the air
port to see the planes. He always obliged.
The Travel Air became a Waco RNF (beauti
ful red and silver, powered by a Warner with
a SensenichJ, and it was also very noisy! I
liked that. The Robin translated into an old
black and silver Stinson cabin plane, with a
juicy smelling Wright up front. I had several
rides in that one. No kid could ever forget
the gas and oil smells emitted from those
big old radials while flying in them!
The C3 eventually turned into a series
of Aeronca Chiefs, which Jack used for his
flying instruction as the '30s rolled slowly
by. I had several rides in those , with Jack
always at the controls. He was the only guy
I'd fly with. Jack took a fatherly liking to me
in those days, and I had many hours of
thrills and fun being the airport mascot,
along with Jack's German shepherd,
Shanghai Lil.
Located on Route 64 between West
Chicago and St. Charles, Illinois, Air Activi
ties Airport was originally the West Chicago
Stock Yards, harboring sheep. The original
owners from Chicago bought the property,

graded a grass strip, and finished the old

original hangar, completed in 1929. Then
came the stock market crash, and any ex
pansion plans were scrapped. But the field
operated during the '30s, as I grew up, un
der the management of Jaehnnecke.
Historical records of the field simply say
"not much happened at the place from '29
to '39," when George Ball bought it. But I
can tell you , all during the '30s this little
kid growing up visualized and fantasized
and thrilled to all those days with frequent
visits and occasional rides. And Jack
Jaehnnecke was my hero.
Alas, World War II came along, and the
Navy took control of the field and Howard
Aircraft-built trainers (Fairchilds) and
Howard DGAs during the war. Jaehnnecke
left to take over a nearby field in North Au
rora, which he operated during the war
years . It was during the war that Jack and
his family moved right across the street
from where my family lived, that was some
thing special for me! The great man right
next door!
It is next to impossible to dig up much
background on Jack's history. But I remem
ber my uncle telling me years ago, Jack
had been an aircraft mechanic in World War
I. He must have had a good background to
be selected by the original owners to run
their establishment in 1929.
The '30s were quiet years as far as
progress was concerned, but they were
the golden years of rny growing up at Air
Activities Airport. The smell of airplane
dope, engine oil , and gas.. .and the
sounds of those mighty radials will always
be with me.
Jack met his fate in an air crash in Ari
zona shortly after World War II ended. Not
much was written about it except a short,
blunt, and unfeeling story in the local pa
pers in Illinois, where he had come from .
He wasn 't a god, and he wasn 't perfect,
but Jack Jaehnnecke was my first
hero... and that has always been good
enough for me.
I lost track of Ethel (Mrs. Jaehnnecke)
and their little daughter, Connie, who was
born during the beginning of World War II.
Never heard of or from them again. If any
one knows of either of their whereabouts, I

would very much

appreCiate their
contacting me.
Lloyd Gould,
a nearby resi
dent of the old
airport, told
me an amaz
ing story about
Jaehnnecke.
Gould said,
"Jack bet he
could get the
old Stear
man off the
ground while still in the hangar, and
all bets were on. He had the rear of the
plane tied to the back of the hangar and
said, 'When I wave my arm, let it loose. ' He
started the engine, and the blast from the
prop had birds and nests flying all over.
Jaehnnecke signaled to be free ; the plane
was a foot off the ground inside the
hangar...he then zoomed out the entrance
straight up into the sky!"
That was in the 1930s, and life at the
old field will never be the same. The ghosts
of Jack Jaehnnecke, Johnny Livingston, the
Swaby brothers, Cap. Kohlert, Mr. Steiner
and his beautiful metallic blue and orange
Little Orphan Annie Monocoupe... and this
little kid who grew up there loved the place,
the people in it, and its planes ...we will
never forget it.
Oh yes, there was quite a bit of action
at Air Activities Airport in the 1930s ... it
just didn 't make headlines.
My thanks to the West Chicago City
Museum, the West Chicago Press, St.
Charles Chronicle, Aurora Beacon-News,
Vic Ball, the DuPage Airport Authority,
Ralph and Kermit Swaby, and my uncle
George Gorecki for helping me prepare
this memoir.
.......
VINTAGE AIRPLANE

YSTERY

PL
BY

H.G.

FRAUTSCHY

of the Flying Guide and Log

Book by Bruce Eytinge. Our

JANUARY'S MYSTERY PLANE

sing a draw ing for th e

january Mystery Plane
is not something we'd
normally do, especially since

drawings are often embellished

with fanciful additions. But we
picked up that drawing from an
advertisement in the 1921 edition

THIS MONTH ' S MYSTERY PLANE COMES TO US

VIA T HE COLLECTION OF BRUCE MILLER OF
HARAHAN , LOUISIANA .

thanks again to
Don Macor for do
nating the book.
Wayne Muxlow, Min
neapolis, Minnesota, guessed
correctly t hat the january
Mystery Plane was the 1920
Orenco F Tourister.
Our t hanks to Don
Harris, Cherry Hill, New
jersey; john Rosenberg,
Chanhassen, Minnesota;
and Harry Barker, West Mil
ford, New jersey, for their
answers.
Pete Bowers was kind enough to
send us an entire article on the
Orenco, and it starts on the next page.
SEND YOUR ANSWER TO : EAA ,
VINTAGE AIRPLANE , P.O. Box 3086 ,
OSHKOSH , WI 54903-3086. YOUR AN
SWER NEEDS TO BE IN NO LATER THAN
MAY 10 FOR INCLUSION IN THE JULY

2002 ISSUE OF VINTAGE AIRPLANE.

YOU CAN ALSO SEND YOUR RESPONSE
VIA E-MAIL. SEND YOUR ANSWER TO

vintage@eaa.org .
BE SURE TO INCLUDE BOTH YOUR
NAME AND ADDRESS (ESPECIALLY YOUR
CITY AND STATE!) IN THE BODY OF YOUR
NOTE AND PUT "( MONTH) MYSTERY
PLANE" IN THE SUBJECT LINE.

APRIL 2002

This view of the prototype Orenco F-4

Tourister emphasizes the neat nose
radiator and the short stacks of the
150 hp Wright-Hispano-Suiza, or
Hisso, engine.

he Ordnance Engineering
Co. (Orenco), Baldwin,
Long Island, is one of the
least-remembered American airplane
companies. It was formed during
World War I to develop airplanes for
the U.S. Army. Its various models
were identified sequentially by let
ter-A, B, C, and so on.
Model D was a successful single
seat fighter designed in 1918. The
Army liked it well enough to order
SO production models in 1919. How
ever, the Army did not simply order
them from Orenco. Since it had
bought the prototypes, it owned the
design . It then put out requests to
the industry for bids on the produc
tion order. Giant Curtiss underbid
Orenco and got the order.
A very similar model, the
Thomas-Morse MB-3, got similar
treatment, but this time Thomas
Morse won the production order.
The firm later lost a 200-plane MB
3A order to Boeing, but that is a
different story.
After building another military

prototype, Model E, Oren co tried

the civil market with Model F, which
it advertised as a touring or mail
plane. This was a thoroughly con
ventional biplane of wood-and-wire
construction that was powered with
the 150 hp Wright A engine. This
was the French Hispano-Suiza built
under license in the United States by
Wright. It was later widely known as
the Hisso. The engine was in a neatly
cowled nose fitted with a flat radia
tor that looked like a cross between
a Spad and a Curtiss ]N-4H unit.
The unusual feature of the Model
F was the seating arrangement. It
had two cockpits, which made it
look like the contemporary Laird
Swallow, but each cockpit had two
seats, with the occupants seated
side-by-side.
The Model F, advertised as the F-4
Tourister because of its four seats,
was a very good airplane by the stan
dards of the time, but it was a sales
failure. While it greatly outper
formed the war-surplus Curtiss
]ennys and Standard ]s, its perform-

ance advantage was far offset by its

new-airplane price compared to
cheap surplus. As a result, few Model
Fs were sold.
Orenco then developed another
fighter model for the Army. It didn't
win a production order, so the com
pany folded.
Only one Orenco airplane, a
Model F-4, is known to exist today.
This is the one formerly owned by
movie pilot Paul Mantz and his
successor firm, Tallmantz. It was
seen in the 1949 movie Task Force,
but I don't recall seeing it fly in
the picture.
This particular plane is a mystery
in itself. According to its name
plate, it is Serial Number 45, but it
is doubtful that Orenco built that
many airplanes. It was owned, ap
parently as a new purchase, by FBO
and stunt pilot Earl Daughtery,
Long Beach, California, in the early
1920s. In an unusual stunt, Daugh
tery got married in his Orenco
while flying over Long Beach on
September 23, 1923!
VINTAGE AIRPLANE

Rounded rudder and curved fin of the F-4 prototype are emphasized here.
Note the near-vertical tail skid. Lettering on the fin has the word Orenco
with Ordnance Engineering Co. in smaller letters beneath it.

An Orenco Tourister II was entered in

the 3-4 Place event of the National Air
Races at Mitchel Field , Long Island , in
October 1925.

APRIL 2002

A later Orenco F-4, identified as t he Tourister II , seems to have plywood covering on t he fuselage back to the rear
cockpit. An auxiliary gas tank has been added to the upper wing, and the tail surfaces are notably different, includ
ing balance areas on the elevators . The tail skid is different, as are ru dder control wires. Note the single
windshield for the front cockpit but two separate small ones for the rear cockpit.

(Left) This view of the Mantz Orenco F makes it possible to

trace the wires of the unique Orenco aileron control system.
Specifications ca ll for 1-1/2 degrees of dihedra l on the
Orenco F, but Mantz rigged this one flat . No Vought VE-7F
was ever marked this way, but then, that's Hollywood!

It could be either the

prototype or a very early
production model because
of details matching the
drawing in the January Vin
tage Airplane, photos of the
known prototype, and the
three-view drawing in the
1920 issue of Jane's All the
World's Aircraft. Later ver
sions had notably different
tail surfaces and a different
tail skid.
One detail of the Model
F, visible in all photos, the
Vintage Airplane drawing,
and Jan e's three-view, is a
set of crossed wires be
tween the outer-rear wing
struts and the aileron
struts. These puzzled me
for a while. After careful
study of several different
photos of the Mantz
Orenco, N214S, I finally
figured them out. They are
part of the aileron control

system, an arrangement
that seems to be an Orenco
exclusive.
The main aileron con
trol wires extend from the
rear cockpit outward above
the upper surfaces of the
lower wings directly to pul
leys at the bases of the
outer-rear wing struts.
From there they go to the
upper-wing ailerons and
attach at the front of the
aileron struts.
The required balance
wire duplicates this system
in reverse, going from the
lower ailerons to pulleys at
the tops of the rear wing
struts, then across the un-

derside of the upper wings

and center section to other
pulleys, and so on.
After Mantz's death in
1966, most of the Tall
mantz fleet was acquired
by the Rosen-Novak Auto
mobile Co. and auctioned
off . The Orenco then
passed through several
owners, is now owned by
Kermit Weeks' Fantasy of
Flight in Florida, and is in
need of restoration.
Specifications for the
Orenco F-4 follow. The fig
ures in parentheses are the
highest of contradictory
figures on different pages
in Jane's 1920.
......

Wingspan .. . .... ..... . . . .. . .. . .. . . . 38 feet

Length ... . .. . . . .... .. . . ... 25 feet 10 inches
Wing area . .. . . ... ...... ..... 355 square feet
Empty weight ...... . . . .. . . . . . . . 1,477 pounds
Gross weight' . . .. .... .. ........ 2,432 pounds
High speed .... ... . ... .. .. .. ... 90 (100) mph
Low speed . . ... ... .... .. .. .. . .. . 43 (45) mph
Climb to 5,000 feet .... . ... .. ..... . 9 minutes
Range (full speed) ... . .... .... 250 (290) miles
VINTAGE AIRPLANE

~ss IT TO

CK

BY E.E. "BUCK" HILBERT, EAA #21 VAA #5

P.O. Box 424 , UNION , IL 60180

Which welding?
Buck,
I recently saw a welding demon
stration on 4130 aircraft tubing
using MIG welding with flux flux
core wire, then solid-wire feed.
Both looked "healthy," except that
the "sewed" look is missing.
I well recall back when the
CAA/FAA manuals maintained
gas-only welding for airframes.
Then we found out the Stinson
108 series were stick welded, and
then sent out to be normalized.
My wife says that gas welding
stinks, and it's dirty. I don't have
220-volt service in the house for a
TIG unit, but that MIG unit for
110 volts looks good.
I'd appreciate your input.
Harold Scheck
Pinehurst, North Carolina

Hi Hal,
Great to hear from you. On your
welding question, this bugs more
than one person. The old gas weld
ing is still my favorite, stinky or
not. That's what I learned in me
chanic's school, and I still use it
when I can. I have one of those TIG
"buzz boxes," and if I can see what
I'm trying to do, and get a clear
shot at it, it does a credible job.
However, I haven 't tried to use it on
any airplane projects. I'm too much
of an amateur for that.
The new Advisory Circular
43.13-1B (the successor to the old
CAM-18) beginning in section Sec
tion 4-74 (pages 4-53) gives a
pretty good description of the
whys and hows of welding. It does
not specify that stick welding is or
is not approved, but they it does

tell how to do it.

I, for one, would enlist the aid of
a certificated welder if I had a repair
or build project and wanted to have
it done with stick welding.
As to your wife's opinion about
the gas welding, I've found the stick
welding to be even dirtier and
stinkier than the gas, and the spatter
can be a hazard . It requires protec
tive clothing, and the bright arc
light is hard on our old eyes.
If
Over to you,

((

--:Bti.~

Here ' s a trio of shots of Gary Karner and his

Aeronca C-3 replica. What a great-looking homebuilt!
That's me in the middle with Gary on the left and
master builder Mehlin Smith. Mehlin did the beauti
ful sheet metal work on the cowl of the "Aeroncopy."

10

APRIL

2002

FRO

THE ARCH

ES

OF THE EAA AVIATION FOUNDATION LIBRARY

BY H.G. FRAUTSCHY AND SUSAN LURVEY

PAA Sikorsky S-38

Skimming the water on its thun
derous takeoff run is this Sikorsky
S-38 Amphibion. In the horizontal
photograph you can see the twin
ramps of the seaplane base. Those
were the days!

Monocoupe 110 Special

The 1930 National

Air Races should have
been called the National
Monocoupe Races, ac
cording to aviation wag
Cy Caldwell. Mono
coupes dominated the
races that year, winning
11 first place trophies in
the 15 events they were
entered. One of the
most famous of all the
racing Monocoupe 110
Specials, NCS01 W was
the successful racing
mount of Johnny Liv
ingston . By the time
this picture was taken
in 1933, Livingston had
sold the racer to Jack
Wright of Utica, New
York. It's seen here
while it was in the
process of being re-certificated to
"NC" status, after residing in the
"NR" certification category for a
couple of years. The fin and rudder
are in the process of being revised
when this shot was taken.

Even in the standard category

the Monocoupe was capable of win
ning races, as seen during the 1933
American Air Races, held July 3-5.
Wright won two races at that event
and averaged 180.47 mph during

the straightaway speed dashes. The

colors were yellow and red, with
black race numbers. The signifi
cance of the number 14? They were
the first two numerals in Liv
......
ingston's pilot certificate.
VINTAGE AIRPLANE

11

ith its bright yellow

paint job and unique
pseudo-Czechoslova
kian air force fuselage
logos and wing insignia,
Steve Hawley's immaculate Bucker
Jungmann attracts immediate at
tention. But a closer examination
of the aircraft and a few questions
to the owner/restorer soon makes it
obvious to any hangar visitor that
there is a much bigger story here
than anything as superficial as a
paint job.

THE OLDER MAN

Steve Hawley (EAA 23198) has
been a sport aviation pilot and a
recreational airplane builder and
restorer most of his life. Now
"retired" and living in Tucson,
Arizona, he was born and raised
in Hanford, in the San Joaquin
Valley in California, where his
father, Carl Hawley, ran a large
farming operation. Steve says
that while his father always
loved airplanes, he never had
time to learn to fly. But instead,
as soon as it became finanCially
feasible, he provided the oppor
tunity and encouragement for
any of his seven children to take
lessons when they were old
enough to do so. Eventually
Steve, his older brother, and one
of his sisters took advantage of this.
His father made a "swap and
trade" barter deal with a friend to
exchange some plowing (at $10 an
acre) for one of 12 World War II sur
plus Stearmans (at that time worth
about $400 each) that had been ob
tained to be converted into ag
planes. Steve's older brother learned
to fly in this Stearman, but by the
time Steve was in his early teens and
old enough to begin lessons , its
value had gone up to $3,000. And,
in consequence, it seemed reason
able to replace the Stearman with a
used 1943 Waco UPF-7 that was
bought for $800. Arrangements were
then made with Hubert Delap, a lo
cal ag pilot and family friend, to
give Steve lessons in the Waco. De-

lap was an avid horseshoe pitcher,

and the only cost of Steve's flight
training (other than the cost of fuel,
which he had to earn on his own)
was that Steve had to "be available
to toss horseshoes anytime on de
mand" (an activity Steve also
enjoyed). It was in this Waco that
Steve eventually did his first solo at
age 16, with only two hours and 45
minutes of "official, " logged train
ing time (but, he also had several
additional hours of un-logged, unof
ficial time in a borrowed Cessna 120
while waiting for the Waco to be as
sembled and made airworthy).
His first homebuiIt was a Stits
Playboy that Steve began soon after

Playboy than he should have, he

also tried for about three years to
follow in his father's steps and get
into big-time farming. Steve soon
found, however, that he was much
too conservative to enjoy this capi
tal-intensive activity. He also admits
that he plainly and simply disliked
the continuous hard work that farm
ing required. So, with a three-year
enlistment in the Navy following
the Korean War, and some 11 years
after having completed high school,
he decided to go to Fresno State Col
lege and become an engineer.
Then , after another five years,
and with all the necessary degrees
and certificates finally acquired, in

his graduation from high school. He

purchased the plans in 1958. To cut
down on costs, the Playboy was con
structed using parts and materials
salvaged from several crashed air
craft (including a Cessna 140, a
Cessna Bobcat, a Fairchild, and a
Piper Cherokee), as well as miscella
neous other components that he
managed to scrounge or trade. For
example, the crankshaft from the
Continental 85 obtained from the
salvaged Cessna 140 (that he had
hauled out of the Sierra Nevada
Mountains by pack mule), was
swapped for a Lycoming "ground
power unit" that he rebuilt and
eventually used in the Playboy.
During this time period, while
spending many more hours on the

Steve Hawley
VINTAGE A IRPLANE

13

The cockpits. There was no worry that a student pilot in the front seat would
develop bad "instrument fixation" habits; front seat instruments are minimal.
Both cockpits have leather-covered crash pads, reminiscent (as in several
other ways) of the de Havilland Tiger Moth .
The elevator hinge
lines are considerably
aft of the leading
edges of the elevators,
modifying the stick
loads as the offset
hinge line acts as an
aerodynamic balance.

The trim adjustment

device in the rear
cockpit is original
equipment.
14

APRIL

2002

1966 he began a career as a heavy

construction manager. This career,
involving administration of the
building of dams, tunnels, naviga
tion locks, bridges, and highways,
would eventually extend through a
span of 25 years and take him to
sites all over the United States.
The Stits Playboy was completed
in 1968, 10 years after having ob
tained the plans, while Steve was
working on a construction project in
Monterey, California, at a total cost,
including everything except labor, of
only $825. Steve still remembers with
pleasure the excellent and depend
able performance that the Playboy
and its ground-power unit engine
provided during more than 600
hours and eight years of use.
In 1972 Steve purchased the
plans for a Thorp T-18. Work on
this aircraft began soon afterward,
and continued off and on until it
was first flown in 1979. Construc
tion was complicated by the nature
of his career and the nomad life
that was involved. During the
seven years required to build the
Thorp, he moved seven times in
four states, and on each occasion it
was necessary to trailer the Thorp,
and all his tools, to the new site
and then find a suitable place to
store and work on it.
The Playboy was finally (and re
luctantly) sold in 1976, and the
payment received (representing a
considerable profit over the $825 it
had originally cost) was then used to
obtain the engine for the Thorp T-18.

As much as he had enjoyed the Play

boy, the Thorp T-18 was an excellent
replacement. Steve still owns it, and
has flown it now for more than 22
years and almost 1,200 hours.
With a full-time job, and with the
construction of the Thorp, it would
be reasonable to assume that Steve
would have had little time for much
else. But as is often the case, busy,
active people somehow find time for
additional jobs that need doing.
While the Thorp was being built,
Steve got into a partnership involv
ing an Aeronca Chief rebuilding
project, mostly because he needed
something to fly after the Playboy
had been sold. And during this same
time period, he also managed to get
himself certificated as an airframe
and powerplant (A&P) mechanic,
and eventually added an inspection
authorization (IA) rating.
Following his retirement in 1990,
Steve settled in Tucson and ob
tained a hangar (first at what is
now called Marana NW Regional
and later at Ryan Field) to store his
Thorp and for space to work on
restoration projects. He completed
in sequence the restoration of two
J-3 Cubs, a Christen Eagle, a Spar
tan Executive, and a basket case
Piper Tri-Pacer that he converted to
a Pacer (PA-22/20). These projects
were either done for the owner for
payor purchased by Steve and then
sold when completed. The profit in
each case was then used to help pay
for the next project.
In 1987, a friend, Maury David
son, purchased a Bucker Jungmann
and flew it for a year and a half or
so. When it eventually became ob
vious that a restoration would be
necessary to make the aircraft air
worthy, Steve agreed to help. But
after a couple of years of part-time
work on this project, Maury passed
away, and Steve purchased the un
finished Jungmann from the estate.
This was done with his usual plan
in mind of eventually selling the
restored airplane to use the money
on another project. Steve did not
even guess at the time how at

tached he would eventually be

come to this outstanding aircraft
with an unusual history.

The control mechanism for the solid

rubber tired tail wheel proved to be
one of the most complex systems re
stored on the Jungmann, but once
properly rigged, it works like a charm.

THE YOUNG MAN

The Jungmann design was devel
oped in 1934 by the Bucker
Flugzeugbau in Germany as a highly
stressed and extremely clean two
place biplane (designated as the Bu
l31). The fuselage was constructed
of conventional steel tubing, while
the wings had wooden built-up ribs
and laminated wooden spars. There
were ailerons on both wings, all four
panels of which were identical, with
constant chord and rearward sweep.
An overall design philosophy was
"maximum strength/minimum
weight, and no compromise on
quality," apparently with little con
sideration of corresponding costs,
and this can be seen in many ways
in Steve's Jungmann. In part, the
end result of such a design philoso
phy was an aircraft with maximum
maneuverability that was capable of
unrestricted aerobatics. The original
flight testing also demonstrated
unusually gentle and forgiving
flight characteristics. As a result,
the civilian equivalent of what
would later become the Luftwaffe
placed a large order for these air
craft to be used as trainers.
Construction of the Jungmann
(as well as other Bucker designs) was
contracted out by the Bucker factory
in Germany to aircraft facilities in
several other countries, including
Switzerland, Spain, Czechoslovakia,
Sweden, Holland, and Japan.

Steve's Jungmann was originally

built in Czechoslovakia in 1946.
Sammy Mason, a famous early post
war aerobatic pilot, imported it into
the United States in 1962 and regiS
tered it as N154S. It is said to be the
first J ungmann to be purchased and
imported by an American. After fly
ing this aircraft for a few years in air
shows and competition, Mason
then sold it to Shelby M. Kritser
(who was also an air show aerobatic
pilot) who re-registered it as N191X.
Kritser installed a 180-hp Lycoming
IO-360-BIB and a Hartzell constant
speed propeller. He eventually sold
the Jungmann (in 1965) to William
Barber. Bill Barber was a popular air
show pilot in the Midwest during
the late 1960s through 1986.
Thus, this Jungmann's aerobatic
credentials are established by the
fact that over a period of more
than 20 years following its arrival
in the United States, this aircraft
had been passed sequentially to
three well-known air show aerobatic
performers (Mason, Kritser, and Bar
ber) prior to its purchase by Maury
Davidson in 1987 who then brought
it to Tucson.
In restoring the Jungmann,
Maury wanted inspections to be
done more easily, so Steve made the
metal fuselage skin removable from
behind the rear cockpit forward to
the firewall (using Dzus fasteners
and No.8 screws and nut plates).
When it was stripped down to the
bones, and while carefully examin
ing every weld and every glue joint,
Steve was continually amazed at
how the "strong and light, and no
compromise on quality" philosophy
is evident in design and construc
tion throughout the aircraft.
As an example of thiS, the change
from larger, heavier tubing up near
the firewall and cockpits occurs in
multiple steps to the progressively
lighter tubing that extends aft to the
tail post (unlike the situation with
the Stearman, for example, in which
there are only two sizes of tubing,
and the change between these oc
curs in one abrupt step).
VINTAGE AIRPLANE

15

175 mph cruise, is his

The drag and anti
travel airplane, and he
drag wires are another
thoroughly enjoys it.
example. Steve has no
And, while he's already
explanation as to why
flown
the Jungmann
this would have been
(with
a
90 mph cruise)
done, but rather than
on
a
couple
of long
consisting of twisted- or
cross-country
trips,
braided-strand wires, Steve claims that at least "four billion" Dzus fasteners were re
Steve
mostly
considers
these are the same quired to make the fuselage skin removable from the rear of the
the Blicker his "fun"
streamlined tie rods that rear cockpit forward to the firewall.
machine. It provides
are used as interplane
him with lazy, relaxing local flights,
landing and flying "wires" to brace ier ways of doing this.
Steve eventually re-covered and and the pOSSibility of some occa
the wings. These very expensive (at
least today) streamlined tie rods repainted the aircraft using the Poly sional, very gentle "Sammy Mason
would seem to have no practical ad Fiber process. The paint scheme he like" aerobatics when the mood hits
vantage inside a wing, but there is chose is unique. He wanted a mili him. And just as important, with his
certainly no question about their tary look, but when he found an helmet on and his goggles in place,
illustration in color of a typical this "aeronautical young man"-now
strength and light weight.
Another example of the "no com Czech Bli 133 trainer and saw that fully renovated and essentially a new
promise with quality" philosophy is these had been painted overall "mud airplane again-provides Steve with
the use of very expensive, double brown" by apparently using a broom continuing memories of the best of
row ball bearings in each control as a brush, he quickly decided that the many hours of challenging enjoy
hinge, giving unusually smooth no way could he ever settle for that. ment that started years ago in the old
The next best possibility, he decided, Stearman and the Waco UPF-7. The
controls but at significant cost.
Also, one glance is enough to con was to invent a color scheme and result is far from "a fountain of
vince anyone that the designers of trim system that "might have been youth," but for Steve it comes reason
the aircraft were uninterested in any used" on a Czech trainer even if it ably close.
With his long string of completed
of the easier and less expensive ways hadn't. Yellow is bright and pretty
to deal with a steerable tail wheel. and often used for trainers of about building, rebuilding, and restora
Positioned well ahead of the rudder the same vintage as the Jungmann tions projects-culminating in the
hinge line (and looking a bit like the in the United States and England, so Thorp and currently the Jung
non-retractable tail wheel on the Me this was selected as the overall color. mann-Steve Hawley represents
109), the cables, their attachment Both the national insignia on the very clearly what the best of "home
pOints, and the arrangement of the top of the top wing and the bottom building" and the EAA are all about.
two cables from rudder bell crank to of the bottom wing, as well as the
tail wheel bell crank is exceedingly white horse on a shield, squadron ABOUT THE AUTHOR
Russell Davis (EAA 584519) is a
complex. According to Steve, he emblems that were done on the fuse
retired
university ecology professor.
lage
sides,
were
some
that
Steve
had
spent more time rebuilding and ad
He
started
with ultralights in his late
justing this than any other one single seen in a photo of some Czech jet
system on the airplane. But once in fighters. The overall effect seems re 60s, soon switched to general avia
alistically military-and certainly a tion lessons , and passed his
stalled it does work well!
The aileron control mechanism is bit Czech-ish-but, whatever, Steve's checkride as a private pilot at age 7l.
another example. On each side, the Jungmann is in any case a very at He now owns and flies a Cessna 140
two ailerons, rather than being con tractive airplane!
that is kept in a shared hangar at
nected together and worked by a
When the time came for the Ryan Field, just down a taxiway
single push-pull pushrod, are check flights of the newly restored from Steve Hawley's.
moved by the pull-pull action of Jungmann, Steve quickly realized
During the interview with Steve
two lengths of tie rod (extending why the Bli 133 had been so well for this article about his Jungmann,
from one aileron to the other). thought of as a trainer. With all the Steve and the author were surprised
These consist of the same expensive, idiosyncrasies of any taildragger, it is to learn that they both had been
streamlined steel "wire" used for the otherwise, Steve claims, an absolute born and raised in Hanford, Califor
interplane bracing and for the drag joy to fly. One flight and he knew nia, went to the same high school
and anti-drag wires. And again, this immediately that this airplane was a and remember many of the same
aileron system is strong and light keeper; it is the finest flying airplane teachers, and had ev e n enjoy ed
and works exceedingly well, but he has ever flown, bar none. His milkshakes at the same well-known
there are certainly cheaper and eas scratch-built Thorpe T-18, with its ice cream parlor. Small world! .....
16

APRIL 2002

The McDonald's

Moon
B UDD D AVISSON

oes anyone want to guess

how long the ever-pres
ent, Mooney four-place
M20 has been with us?
Try since August 1953. That's when
the prototype first flew, and it went
into production in 1955 . That's 47
years of Mooneys, and although it
has been re-engined, slicked up, and
pushed ever and ever faster, the

same basic airplane is still with us.

In case you missed a minor point
here: the Mooney M20 has been
part of the general aviation scene
longer than even the Cessna 172.
More than that, with the exception
of two years, 1972 and '73, it has
been in continuous production dur
ing that entire period. Until recently,
of course. Pretty impressive!

For some unknown reason, al

though we're now seeing herds of
1950s and '60s airplanes of every de
scription being restored and gussied
up , we see very few Mooneys that
have felt the restorer's touch. Part of
that may be because it's hard to be
lieve that Mooneys can be old
enough to qualify for restoration.
Also, Mooneys have never been
VINTAGE AIRPLANE

17

Lycoming's ubiquitous 180-hp engine powers several great airplanes from this era, and the Mooney M20C will cruise
at 150 to 155 knots at 75-percent power.

thought of as classics. That makes

no sense. After all, it is a contempo
rary of the square-tail Cessnas,
small-window Bonanzas, and short
wing, nose-dragging Pipers. We can't
think of a single reason more early
Mooneys aren't restored, other than
it's nearly impossible for the nonex
pert to tell a '58 model from a '68
model. It's hard to establish "old"
for an airplane when all the models
look basically the same. And then
there's the fact that the airplane is as
reliable as a claw hammer and so us
able that few have ever been allowed
to drift into derelict condition.
Still ... there are those few.
Monroe and Nancy McDonald,
Dallas, Texas, stumbled upon one of
those few Mooneys that might qual
ify as being derelict. When Monroe
squinted in the dark hangar and
brushed a half-inch of dirt and cob
webs away so he could open the
door of N1240X, he was one of the
first to do so in more than five years.
During that time, the airplane, a
1963 Mooney M20C had been just
sitting there , its tires turning into
petrified lumps while age and disuse
worked hard at crippling its systems.
18

APRIL 2002

Although it was hard to tell for sure,

Monroe thought it might just be the
diamond in the rough he was look
ing for.
Monroe McDonald wasn't look
ing for a Mooney, per se , but he
knew he had to have "something."
Airplanes had always been part of
his life, but because of the pressures
associated with starting his own
business, he had been without one
for nearly five years. Considering
that one airplane or another had
lived with him for most of his life,
that was at least five years too long.
Born and raised in Dallas, Mon
roe carried his electrical engineering
degree straight from SMU to the
Hughes Aircraft employment office,
where he immediately found a slot
in its missile division . From that
point on he began the long, erratic
life of a professional engineer, which
had him moving from one corner of
the country to another, usually tak
ing up residence near an Air Force
base (AFB). One of his first assign
ments was at Seymour Johnson AFB
where, "I had a lot of free time, so J
thought I'd learn to fly."
Shortly after soloing a 7AC

Champ at a grass airport and while

still a student pilot, h e bought a
Warner-powered Fairchild 24. "In
those days, it was just another old
airplane and was the cheapest I
could find. It cost me $1,100.
"I flew the Fairchild for a while
but then traded it for an 85 hp
Swift." He grins as he says it. "At the
time practically everyone said I was
nuts. They said a student couldn't
fly a Swift. Of course, they were
wrong, and I put more than 200
hours on it before being relocated to
Alaska, and I sold it. "
A string of new assignments took
him from Alaska to Pennsylvania to
Arizona, and each time a different
airplane became part of the move.
"As my fortunes went up and
down, I owned various types of air
planes, from Cherokees to a Cess na
180 to 172s and 182s," he says.
After changing jobs and settling
in Dallas, he discovered homebuilts.
"I was looking for a less expensive
way to get into aircraft and saw a
Sonerai. I was driving a VW at the
time, so I knew the engine really
well, and I got very enthusiastic.
Then I sat in one owned by a guy in

perse
vered clear through the '80s.
At her death in the early 1990s she
probably held the record for the
most number of hours accrued by a
female pilot at 33,000 hours. On top
of that, she had participated in more
than 328 air races, winning many of
them. She was a legendary pilot, but
even more important, she was a de
termined flight instructor and was
putting in three to five hours of dual
a day as late as her 86th birthday.
~ The Mooney was one of her instru
~ ment trainers at Aero Valley airport,
8 a field she founded and built north
'"::;;~ of Dallas.
When Edna passed away, the
Monroe uses a set of control locks he made using brightly colored acrylic
owner
of the airplane from whom
plastic. A quick glance at the control surfaces shows they're in place!
she had been leasing it just couldn't
our EAA Chapter and realized this enormous amount of time on it. bring himself to sell it. Even though
was not the right airplane for me. It That's when I heard about the he had lost his medical, rather than
was a fun airplane, but not a travel Mooney."
sell the airplane, he pushed it back
ing machine."
The Mooney was more than just a in the hangar and left it. When
He scratched the homebuilt itch Mooney. It had been part of the Monroe went to look at it, it looked
by buying two BD-4s. One had flight training operation run by the to him to be almost exactly what he
been wrecked but had a good en legendary aviatrix Edna Gardner was looking for, as long as the air
gine, while the other was basically Whyte. One of America's aviation frame itself was sound. The owner
sound but needed an engine. The pioneers, she epitomized the drive was more cooperative than most in
combination was obvious. How and guts it took to survive as a that he realized he'd have to give a
ever, after putting more than 300 woman aviator in the '30s and '40s purchaser a broad ability to inspect
hours on the BD-4, he decided to
go into business for himself. In
leaving the security offered by a
job with a big corporation, he
found , as so many entrepreneurs
do, that an airplane was a luxury
he couldn't afford at that moment.
So, the BD-4 went into storage ,
where it still lingers today.
The business he founded special
izes in maintaining police in-car
radar and camera electronics. It
grew nicely, but about four years
ago he had a revelation. "I found I
was getting older faster than the
work was getting done. On top of
that , I wasn 't having much fun. I
decided it was time to go looking
for another airplane. What I was
looking for was a traveling machine Still a work in progress, the new panel on the left is on a set of shock
that needed just a little work. I re mounts. The right side and the hole in the panel are on his "airplane honey
ally didn't want to spend an do" list.
VINTAGE AIRPLANE

19

the airplane in addition to

an excellent price. In Mon
roe's case, this included
bringing over Roy Lee, a
Mooney-savvy aircraft and
powerplant mechanic, and
having him remove every
thing that would unbolt so
they could see how the air
frame had survived over the
years. Besides pulling off the
inspection panels, they re
moved the interior so they
could closely inspect the
steel cabin structure. The
price was attractive but,
".. .if we had found any cor
rosion, that would have ~
been a deal breaker," Mon
roe says.
liThe Mooney is an air
plane that requires whom
ever inspects it really know
Mooneys," he says. "0 ne of
the biggest problems is that
the cabin section tubing
and the wing attach points
can easily get rusty. If the
windows leak at all, mois
ture runs down inside the
fuselage and soaks the fiber
glass insulation. Then the
moisture not only doesn't
want to evaporate, but it is
held against the steel tub
ing. That's why we tore the
interior all the way down.
You just can't inspect it any
other way."
The airplane was a later C
model, so Monroe didn't
have to worry about the
seemingly identical wing of the orig
inal M20s (Mark 20 and Mark 20As
through 1960), which were built en
tirely of wood. Mooney had started
producing a metal tail for the air
plane as early as '58, but the wood
wing remained in production for a
little while longer.
Monroe knew they would proba
bly have to overhaul the Lycoming
engine, but when they inspected it, it
was much worse than they thought.
"The engine was essentially junk,"
he says. "Everything inside was rusty
20

APRIL

2002

Nancy and Monroe McDonald

and stuck together. Even though the

airplane was in dry storage most of
its life, the moisture in the air was
enough to totally ruin it. So, I had
Bela Ambros, a local engine legend
who has since moved east, start from
scratch, and I wound up with what
is essentially a new engine."
"We built a new instrument
panel, which included making the
left half float. I got rid of some after
market stuff that wasn't very good
and replaced the heavy World War II
gyros with something a little more

modern," he says. "] fought

the urge to build a wild
looking panel. Instead, I
decided] wanted it to look
as stock as practical while
still making it a modern, us
able airplane. I don't need it
to be totally IFR because ,
among other things, I don 't
think flying IFR is very
much fun."
"The airplane had a 50
foot paint job, but even from
that distance you could tell
the airplane hadn't been pre
pared very well before being
painted. The finish was peel
ing, and I was almost
ashamed to be seen in it. On
top of that, we had a leaky
fuel tank. We changed the
fuel cells, and then I took it
down to Ada, Oklahoma,
and had it painted in Sher
win-Williams urethane .
Nancy and I spent a lot of
time going back and forth
with each other on the paint,
'" so the final scheme was a
0:
~ joint effort."
"l'm surprised to find
anyone notices our airplane.
I didn ' t do it to be an air
show airplane, but just
needed something to fly. I
guess I'm like so many oth
ers in that I don't think of a
Mooney as a classic air
",plane. I just see it as a
~ practical, cross-country flier.
~ It cruises really easily at 150
~to ISS knots, and the 180
hp engine doesn't burn all that
much gas.
"I figured it would take a year to
finish, but, naturally, it took a little
more than four years, and we aren't
finished yet. Each time we annual
the airplane, we plan on doing
something major to it. At the last
annual, we pulled the landing gear
out, rebuilt it, and had it powder
coated. So, I guess you could say it
will never be completely finished.
But then, is any restoration project
ever really finished?"
.......

LUB NOTES

OIL BREATHER "FIXES" ON

CONTINENTAL ENGINES

From the November/December

2001 Issue of Cub C lu es, the
newsletter of the Cub Club.
Nearly every owner of a Conti
nental-powered aircraft has had
this problem and is looking for the
cure for the oil smears and streaks
on the landing gear and belly of
his or her airplane. The routing
and exit of the oil breather line
cause most of these streaks and
smears. Even if the oil loss is small,
a tiny amount of oil makes a big
mess on the belly when combined
with airport dust and dirt.
Talk with a half-dozen A&P/IAs,
and you'll get a half-dozen differ
ent recommendations for how to
correct the problem. Continental
had done a breather oil loss "cure"
on the 0-200s, but it wasn't ex
plained and no part number was
listed anywhere.
After doing some serious dig
ging among the
various
Continental parts and service
manuals, the Continental recom
mended "cure" can be found in
the 0-200 service manual.
The Continental assembly (the
two pieces joined) number is
633182, but it is almost impossible
to find in the parts catalog. It is
made up of the usual AN 842-10

The "normal" installation, as

built, showing how the
breather fitting is pointed ver
tically downward from the
crankcase.

1
Continental's
cure was to
modify the
brass right-angle
breather tube fit
ting (Part No. AN
842-10) that screws into the top
right-hand corner of the engine and at
taches to the hose leading to the breather
tube. The modification attaches a tube to the
end of the fitting, which goes into the engine.
The purpose of displacing the pickup opening of
the fitting is to "hide" the opening from the
droplets of oil flung by the cam and the front bearing.
VINTAGE AIRPLANE

21

fitting and the new tube. The new

tube's part number is 633250, but
it isn't in the parts catalog. Have
one made and sanctioned by your

;0

". ". ., ". . ..

', ... 0 0,..

IA instead of buying it from Conti

nental because the price seems to
be outrageous. In the 2000 catalog
it was listed at nearly $240!

..

. '0

~~~:D
...o ..
.

Comparing the stock breather tube to

the modified breather tube . The modified
version has an approximate 2-3 j 4-inch
extension that is inserted into the
breather tube cavity on the crankcase.

0().J
The two sketches tell the story. The added tube is copper, brass, or steel
with the outside diameter machined to fit inside the bored-out portion of the
AN 842-10. The difference in outside diameter of the pipe and the inside di
ameter of the fitting should match the process used to join them-about
five-thousandths for brazing. Brazing is stated to be compatible with the other
materials of the engine.
On the left, a stylized view of the oil droplets flung toward the opening of
the breather's AN fitting. Some of the droplets are captured in the fitting and
are blown out the breather and onto the belly. On the right, the extension is
shown and indicates how its opening is not subjected to the ingestion of the
droplets of oil.

This view of the right half of the

crankcase shows the modified breather
fitting installed. The extended breather
tube is still recessed within the cavity
and does not interfere with any compo
nent engine parts.

SERVICE BULLETINS OR "OLD PROBLEMS REVISITED"

From the February 2, 2002,

newsletter of The Swift Museum
Foundation Inc.
One of the oldest and biggest
problems that we have witnessed
in a long time has resurfaced. Con
tinental engines, everything from
the C-65 to the 10-360 and more,
may have a problem. It is not of
ten that we get ahead of
Continental or even the FAA, but
in this case, it is in the best interest
of Swift owners to be first.
In 1969 I experienced a problem
with a Continental crankcase that
had been refurbished, resulting in
the loss of rod bolt cotter keys in
the first few hours of operation.
The cotter keys, which just happen
to torque to limits while vertical in
the engine, wiped out against the
cylinder base flange. Those that
22

APRIL

2002

torque horizontal do clear the cylin

der base flanges.
In 1993 Continental issued SIL
93-15, which suggests you take a
hammer to the cotter keys to ham
mer the heads down to clear the
cylinder base flange. Can you
imagine what the examiner would
say to you if you did that to a cot
ter key during your practical exam
for your A&P?
Now, the local Swift Works shop
found the cause for low oil pres
sure in a freshly rebuilt 10-360 to
be a piece of a cotter key under the
pressure relief valve. Further inves
tigation revealed all cotter keys
either damaged or missing on five
of the six rods.
If you have built or rebuilt any
Continental series engines in the
past few years, be sure to check
screens, oil filters, and the like for

parts of cotter keys. As I stated

above, just the slightest resurfac
ing or reconditioning of crankcase
parting surfaces can result in insuf
ficient clearances from cylinder
base flanges . This is not a new
problem, but apparently an old
problem that has been getting by.
Teledyne Continental SIL 98-7
suggests that rod bolts and nuts be
replaced at overhaul with their
new No. 654693 bolt and No.
654487 nut for the 0-300 and 0
360 engines. These baIts and nuts
do not require cotter keys and do
provide more cylinder base flange
clearance. These new bolts and
nuts require a new twist for re
moval. You must first tighten them
1/16-inch before they can be re
leased or removed. That will take
some remembering. Do not reuse
the old style of rod bolts and nuts.

NEW MEMBERS

Jean Marc Metivier .. . . . . . . . . . . . ... . . Blainville, Canada

Daniel Jon es ... . .... . . . . ........ Lacombe, AB, Canada

Jill Oakes ........ . ... . ........ Winnipeg, MB, Canada

Robert Campbell . . ..... .. ..... Bomanville, ON, Canada

Bruce MCIntyre . .. . . .. . .. .. . Campbellville, ON, Can ada

Ronald E. Tripp. . . . . . . . . . . . . Peterborough, ON, Can ada

Richard Buchan ....... . .. . . .... . .... London, England

Jean Luc Kaiser. . ... . . . . . . . .. Mo ntigny Les-Metz, France

Koichi Takasaki .. .. .. .. . . . ... . Chofu-City Tokyo, Japan

Daniel J. Shoop .. . .. . .. . . . . . .... Dhahran , Saudi Arabia

Tomas Martin Do mingo . ... . ...... . ... . . Madrid, Spain

Kurt Schumacher ...... . .... . ...... Klo ten , Switzerland

Matthias Sieber .... . ... . .. ..... Nurensdorf, Switzerland

Hans Ulrich Binz .......... . ...... Winkel, Switzerland

Heinz Witt .... . ....... . .. .. . ..... Winkel, Switzerland

H. Mark Smith ...... . ....... . ... ...... North Po le, AK

Walter Yankauskas .. . ..... . ............ Anchorage, AK

Millard Smith .. . . .. . . ......... . ... . Crawfordsville, AR

Nova Hall ... . .. . . .... .... . .. . .. .. . . .... Phoenix, AZ

Sidney E. Mack . . ......... . .... .. .. . .. .. . Phoenix, AZ

David J. Staken .. . . . . . .. .. .. . . . ..... .. .... Tempe, AZ

Randy P. Beloff . .... . ....... . . ....... .. .. Orange, CA

William B. Bingham ........ . . .. ... Fountain Valley, CA

Steve Brown ..... . .... . . . .... .. .... . . . . Mento ne, CA

Steve DaValle . .. ..... . ..... .. . . .. ...... Stockto n, CA

Robert Kevin Eldridge ... .. ... .. . ... . ... . .. Corona, CA

Bob Harris . . ...... . ..... . . ... . ......... La Mesa, CA

Donald Hilliker . . .. .. . .... ... . .. . .. ..... Fairfield, CA

John Kearns ......... . . ..... .. ........... Pioneer, CA

Eric Koentges . . ..... . .. . ......... . . Santa Barbara, CA

R. W. Loveless . . . ..... . .. ..... .. . ...... . Riverside, CA

Tom Praisler ...... . .......... . .. . . .... Columbia, CA

Rolly Pulaski ..... . .... . .. .. . ... . . .. Laguna Beach, CA

Dr. Robert Rothgeb ................... Lorna Linda, CA

Ga ry S. Sewall ...... . ... . . .. .. . . Huntington Beach, CA

Mike Sheehan .. . .. . ... . . . ... .. . ... ..... Ca rlsbad, CA

Amos Wilnai. . . . . . . . .. . .. ... . . .... . .. .. Palo Alto, CA

Regis Donovan ....................... . .. Denver, CO

Robert E. Leyner ..... ... . . . . . . ........... Boulder, CO

Robert W. Proulx .... . .. .. ..... . .. . .. . Fort Collins, CO

M. McDonald ....... . . . ...... . ......... Stanford, CT

Andrew C. Corsetti .......... . .. . .. . Pembroke Pines, FL
Edward J. Fagan . . . . . .. ......... . ...... . Pensacola, FL
Roberto P. Garcia . . . ... . ... . . . .. . ..... . Spring Hill, FL
Charles E. Kessler . ........ . ...... . ... . ..... Ocala, FL
Edward S. Main .. . . ..... .. .... .. .. . . . St Augustine, FL
William G. Martin . ..... .. . . .. ......... . . . Dela nd, FL
Robert Boyd Moorman .. . .. . ..... . .. .. .... Hialeah, FL
Steven C. Pangborn . ... . .. . .... .. .... . .. .. . Cocoa, FL
David W. Russell ... . ... . ... ... . .. . . .. . Fort Meyers, FL
Ray M. Durham ........ . . .. .. . .. . . Warner Robins, GA
William A. Fennelly . . .. . . .. . ........... Kennesaw, GA
Henry A. McFarland . ..... . ..... ...... ..... Jasper, GA
David A. Spitzer. .............. . ..... . . Dahlonega, GA
Stephen L. Black .... . . . .... . .......... . Urbandale, IA
Alan F. Breitbart .... . ..... .. . .. ...... Cedar Rapids, IA
Steph en Tyson . .. ... . . . .................. Marion, IA
Kasey Lindsay .. . .. . ... ... . .. . .. . .. . .. . .. Lakefork, ID
Larry Acke rman ............ . .. . . . ... . ... Rockford, IL
Gary Karner ....... . ....... ..... . ... .. .. Glenview, IL
Rodney K. Knoll .. .. .... .. . .. . . . ..... . .. . .. Byron, IL
Mark Lipp . . .. .. .. .. ..... ... ...... Down ers Grove, IL
Donald R. Wolters .. . . . . .... . .. . .. ... ... Barrington, IL
Vincent A. Frazier. . . ..... .. .... . ..... . . Mt Vernon, IN

James D. Holbrook..... . .. . .. .. . . .. ....... Warsaw, IN

James Stutsman ... .. . . ...... . . .. .. .. . ... . Goshen, IN

Bob Gandy . ..... . . ... ......... .. . . .. .. .. Olathe, KS

Merlin W. Oswald . ....... . . ... ..... . .. . Herington, KS

Kenneth E. Stout . . . ... . . .. ..... . . . ..... Woodbine, KS

Rodney A. Hill . . ... . . ..... . . .. ....... . ... Walton, KY

David Mueller ... . ..... .. . . . . . . . .. . . . . . .. Verona, KY

Stuart Philpott . ...... . ... . ... . . . ..... . . Louisville, KY

James E. Masterson . . . ....... . . .. .. . .. . .. . Natick, MA

Bobby M. Budde ... . ... . ....... . . . .... Clear Lake, MN

Myro n W. Eckel ...................... Eagle Bend, MN

Do nald J. Glewwe ..... .. .... . ... . . . ..... Scandia, MN

Bill Rhoades ...... . ... . ...... . ....... Northfield, MN

Mike A. Russell. . .. . . . . . .. .. .... ... . ... Randolph, MN

Bernard]. Weiss ....... . ... . . . .... . . .. . .. St. Paul, MN

David J. Albright. .. . . .... . ...... . ...... . Foristell, MO

Michael A. DaPrato ... . ...... ... . .. . .... St. Louis, MO

Ronald E. Wright .. . ... ... . . ..... . .. .... St. Louis, MO

T. Douglas McCarlie .... . . . ... . .. . ... ... .. Summit, MS

Gil Long . .... .. .... . .. ....... . .. ..... . . Raleigh, NC

Landon E. Mays ..... . . .. . .. . ... .. . .. .. Reidsville, NC

A. C. McKinley . . . ........ . . ....... Winston Salem, NC

Jeff Clausen . . . . . ... ........ . ... .... ..... Lincoln, NE

Rick Neilson .............................. Alma, NE

Richard S. O'Kane ....................... . ... Rye, NH

Robert Boyle . ... .......... .. . .. .. .. .. . .. Newton, NJ

Charles J. Loshe . . . .. . . . ... ..... . . ... . . Bridgeport, NJ

Steven McNeill ...... . ........ . . .. .... . ... Layton, NJ

Earle Moreland . . ... ... ..... . .......... Springfield, NJ

Victor G. Plumbo . ... : ... . .... ..... . . .... Millville, NJ

Peter Thibodeau . . .... . ........ . . ... . . Morristown, NJ

James Routt ...... .. .. .. . .... . .. . . . . Albuquerque, NM

Sheldon Tieder ................. . .... . . Rhinebeck, NY

Peter Torraca ........ .. ....... ... . .... . New York, NY

Rick A. Foster ............ . ... . . ... . . .. Columbus, OH

James K. Grieser. .. . . . . ..... . .. . . . .... . . Wauseon, OH

Sheila Walters . . .. ... . . . . ... .. . . .. .... Tallmadge, OH

Dave Neel .... . ....... . . ... . .. . . . .... .... Grove, OK

Richard B. Jeffryes .. . . .... . ........ . . .. .. Creswell, OR

James R. Herold . . ... . . ...... . . . . .... West Sunbury, PA

Robert Hooker ... .. . ... .. ..... . . .. . . Myrtle Beach, SC

Timothy Behlings ... . ........ . ... . . ..... . . Custer, SD

R. Joseph Fleeman ............ . . . ... . .. . Lawrence, TN

Harold Jackson ... .... ... . .. ..... ....... Memphis, TN
Mike Robinson . . .. . . . . ..... . ... . . .. Murfreesboro, TN
Karl Brohan . ...... ...... . .... . .. ....... Roanoke, TX
Mike Caraway ..... ... .. . ...... . .. .... . ... Keller, TX
Tony Faust ............................ Ft Worth, TX
Daniel E. Hopkins . .. .. ... . . . . .. .. .. .... . . . Austin, TX
Neal Palmquist ... . ... . ... . . ........ Grand Prairie, TX
Daniel A. Pratt. .. ... ... . . . .. . ........... Ho uston, TX
Jay W. Prentice .. .. . . .. .. ... ... ..... . ... Granbury, TX
Glen Renken . .. ... . . . .. . ............... Saginaw, TX
Charles Rosenbloom .. ..... . . . ... . ... . . . . Crowley, TX
K. M. Monson ....... . ... . ... . .... ... West Jo rdan, UT

James E. Ballenger . ..... . .. . . . .... . . Virginia Beach, VA

Francis F. Jo n es . .... . ... . ..... ..... . ... ... Suffolk, VA

Edward T. Stanfill .. . ...... . . . . ......... Alexandria, VA

Jeff W. Dow .. . ... ... . . .. . ... . .......... Graham, WA

Dennis E. Kelsey .... . . . . .. ..... . ..... . .. Connell, WA

Leroy Brandt ... . .. .. . .... ... . .. . ...... . ... Dane, WI

Curtis W. Pizza . ........ . . . . . . . .. . . ... .. ... Beloit, WI

Jo hn G. Zorn ......... . .. . . ........ . . Fond du Lac, WI

VINTAGE AIRPLANE

23

FLY-IN CALENDAR

The following list ofcoming events is furnished to our readers as a

matter of information only and does not constitute approval, sponsor
ship, involvement, control or direction of any event (fly-in, seminars,
fly market, etc.) listed. Please send the information to EAA, Att: Vin
tage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Information
should be received four months prior to the event date.
APRIL 20-Fort Pierce, FL-EAA Ch. 908 Pancake Breakfast, 7-11 a.m.,
EAA Hangar, St. Lucie International Airport. Info: 561-464-0538 or
561 -489-0420.
MAY 3-S-Bur/ington, NC-VAA Ch. 3 Spring Fly-In. Alamance County
Airport. Info: 910-947-1853 or 252-225-0713
MAY 3-S-Cleveland, OH-18th Annual Symposium of the Society of
Air Racing Historians. Sessions featuring talks by pilots, crew mem
bers and others at the Holiday Inn-Airport. Info: Herman Schaub,
440-234-2301 or Don Berliner, 703-548-0405.
MAY 4--Meridian, MS-EAA Ch. 986 Fly-In. Topton Air Estates. Free BQ
dinner 10 a.m.-2 p.m. Info: 601-693-1858 or tiddleross@msn.com.
MAY 4-S-Woodland, CA_8 th Annual Great Valley Fly-In, Watts
Woodland Airport (041). Judging of antiques, classics, and home
builts. Pancake breakfasts, food vendors, raffle, Young Eagles pro
gram. Info: 530-662-9631 or www.woodlandaviation.com.
MAY 4-S-Dayton, OH-Ch. 48 Annual Funday Sunday Regional Fly-In
at Moraine AirPark (1-73). Camping, awards, displays. Info: 937-859
8967 or www.MoraineAimark.com.
MAY 4-S-Hendersonvil/e, NC-12 th Annual "Old Fashion" Air Fair.
Western North Carolina Air Museum. Fly-ins welcome. Old and
homebuilt airplanes, antique cars, food . Rides in antique and new
aircraft. No admission charge. Info: 828-696-107l.
MAY S-Rock(ord, IL-EAA Ch. 22 Fly-In/Drive-In Breakfast, Greater
Rfd. Airport, Courtesy Aircraft Hangar. Info: 815-397-4995.
MAY ll-Toughkenamon, PA-EAA Chapter 240 Open House &
Hangar/Clubhouse Dedication. 28 th Annual Fly-In/Drive-In season
at New Garden Airport (N57), with pancake breakfast. Young Eagles
flights. Admission free. Info: 215-761-3191.
MAY 16-18-Hayward, NV?38th Annual Hayward Proficiency Air Race.
Prizes, trophies, awards banquet. Limited to 75 aircraft. Entries close
April IS. Info: www.hwdairrace.org or info@hwdairrace.org.
MAY 17-19-Colllmbia, CA-Gathering of Luscombes 2002, 26 th
annual event. Aircraft judging, spot landing, flour bombing competi
tions, and more. Info: 559-888-2745; 619-482-8236, or www.lus
combe-cla.org.

EAA FLYIN SCHEDULE 2002

SUN I NFUN EAA FlYIN

www.sun-n-fim.org
April 713, Lakeland, FL
EAA ROCKY MOUNTAIN REGIONAL

VIRGINIA STATE EAA FlYIN

www.vaeaa.org
September 7-8, Dinwiddie County Airport
EAA EAST COAST FlYIN

www.greeieynet.com/eaaregiol1al
June 2930, Longmont, CO

www.eastcoastflyin.org
September 13-15, Toughkenamon, PA

NORTHWEST EAA flY-IN

EAA SOOTHWEST REGIONAL FlYIN

Ivww.nweaa.org
July1().14,Arlington, WA

www.swrficom
September 27-28, Abilene,TX

EAA AlRVENTURE OSHKOSH

EAA SOUTHEAST REGIONAL FlY-IN

www.airventure.org
July 23-29, Oshkosh, WI

www.geocities.com/-serfi
October 4-6, Evergreen, AL

EAA GOlDEN WEST REGIONAL flY-IN

COPPERSTATE EAA FlYIN

wwwgwfly-in.org
September 68, Yuba County Airport (MRV)
EAA MID-EASTEIIN flY-IN

4194471773 (telefax)
September 68, Marion, OH

24

APRIL 2002

www.copperstate.org
October 1()'13, Phoenix, AZ

MAY IS-Fort Pierce, FL-EAA Ch. 908 Pancake Breakfast, 7-11 a.m.,

EAA Hangar, St. Lucie International Airport. Info: 561 -464-0538.

MAY IS-Cooperstown, NY-(K23) Old Airplane Fly-In & Breakfast

Sponsored by EAA Ch. 1070. 7:30 a.m.-Noon, rain or shine. Adults
$4.00, Children under 12 $3.50. Pilots of 1962 or older aircraft eat
free! Info: 607-547-2526.
MAY 18-19-Chattanooga, TN-Airshow Chattanooga 2002 "Salute to
Veterans," Chattanooga Metropolitan Airport. In addition, will host
aircraft from every era from WWI to those used in the wa r in
Afghanistan today. Proceeds benefit children at T.e. Thompson
Children's HOsp. in Chatt. Info: 423-778-7373.
MAY 19-Niles MI-(3TR) VAA Ch. 35 Fly-In Breakfast. 7-11 a.m. Info:
219-272-5858.
MAY 19- Troy, OH-VAA Chapter 36 1st Annual Fly-In Barbeque at
Waco Field. Info: 937-4474145.
MAY 19-Romeoville, IL-EAA Ch. 15 Fly-In Breakfast at Lewis
Romeoville Airport (LOT). Info: 630-243-8213.
MAY 19-Warwick, NY-EAA Ch. 501 Annual Fly-In. Warwick
Aerodrome (N72) . 10 a.m.-4 p.m. Registration for judging closes at
2pm. Info: 212/620-0398.
MAY 24-2S-Atchison, KS-36 th Annual Kansas City Area Fly-In,
Amelia Earhart Memorial Airport (K59). Info: 816-238-2161 or 816
363-6351, or jsullel1S@kc.rr.com.
MAY 2S-Zanesville, OH-EAA Ch. 425 F1y-In/Drive-ln Breakfast.
Riverside Airport. 8 a.m.-2 p.m. Breakfast all day, lunch items 11
a.m.-2 p.m. Fly Market. Info: 740-454-0003.
MAY 26-Portage, W1-EAA Ch. 371 Fly-In Breakfast. 7 a.m.-Noon.

Info: 608-742-3300.

MAY 31-JUNE I-Bartlesville, OK-16 th Annual Biplane Expo at Frank

Phillips Field. Forums, static displays, seminars, exhibits. All types of
aircraft and airplane lovers are invited. Biplane crews and NBA mem
bers admitted free. Info: Charlie 918622-8400
MAY 31-Jllne 2-Columbia, CA-(022) Bellanca-Champion Club West
Coast Fly-In 2002. Forums, food, fun, camping, hotels, BBQ Fri.,
Steak Dinner Sat. Advance Registration encouraged. Info: www.bellan
ca-championclub.com or 510-490-2865.
JUNE I-Alliance, OH-Young Eagles & Old Buzzards Day. Barber
Airport (201) . EAA Ch. 82. 10 a.m.-5 p.m. Food & fun. Pilots and
aircraft needed. Info: 330-823-1168 or
wwwfbarber@alliancelink.com.
JUNE 2-Cheboygan, MI-EAA Ch. 560 w/ Great Lakes Air, Annual
Fly/Drive-In - Steak Out. St. Ignace, MI Airport. Noon-4 p.m. Info:
231-627-6409.
JUNE 2-DeKalb, 1L-38th Annual Ch. 241 Fly-In. (DKB) Breakfast 7
a.m.-Noon. Info: 847-888-2919.
JUNE 79-Reading, PA-Mid Atlantic Air Museum WWIl
Commemorative Weekend, Mid Atlantic Air Museum. Tickets at gate
$13 adults, $5 children age 6-12. Special3-days for $25. Info: 410
997-7404 or tPierce@Avialantic.com or IVww.maam.org/meriia.html.
JUNE 7-9-Gainesville, TX-Texas Ch. Antique Airplane Association
hosting its 39 th Annual Fly-In. Gainesville Municipal Airport (GLE)
Info: 817-429-5385; 817-468-1571.
JUNE 13-16-St. Louis, MO-American Waco Club Inc. Fly-In. Creve
Coeur Airport. Info: Phil 616-624-6490 or Jerry 317-535-8882.
JUNE IS-Cooperstown, NY-(K23) Old Airplane Fly-In & Breakfast
Sponsored by EAA Ch. 1070. 7:30 a.m.-Noon, rain or shine. Adults
$4.00, Children under 12 $3.50. Pilots of 1962 or older aircraft eat
free! Info: 607-547-2526.
JUNE IS-I6-South Bend, WI-Southeast Wisconsin Airfest. 8am-5pm
ea. day. Air show, flight Simulators, military and vintage airplane
showcase, children's entertainment area, vintage car show and parade,
food, and more! Firefighters, Police, and active or retired military,
admitted free with ID or proof of service. Info: 800-414-0065.
JUNE 16-23-1.,1s Vegas, NY-34th Annual Convention of the Int'l Cessna
170 Assn. Texas Station Hotel, 800-654-8888, Info 702-595-8019.
JUNE 20-23-Mason, MI-Ercoupe Reunion National Convention.
Mason-Jewett Airport (TEW). Everyone welcome. Info: 810-231-3392
or mlrdllnlap@yahoo.com.
JUNE 22-Zanesville, OH-EAA Ch. 425 Flyln-Drive-In Breakfast.
Riverside Airport. 8am-2pm. Breakfast all day, lunch items l1am
2pm. Fly Market. Info: 740-454-0003.
JUNE 22-Wauseon, OH-Ch. 149 Annual Pancake Breakfast Fly-In.
Fulton County Airport (USE). Info: 419-636-5503.
JUNE 23-Niles, Ml-EAA Ch. 865 Annual Fly-In/Breakfast at Jerry
Tyler Municipal Ai rport (3TR), 7 till noon. Info: 219-271-8533.

JUNE 27-30-Mr. Vernon, OH-43rd Annual

Nat'l Waco Club Reunion. Wynkoop Air

port. Info: 937-866-6692 or
WACOASO@aol.com.
JULY 4-Mansfield, OH-(MFD) Pancake
Breakfast Mansfield Aviation Club, 7-11
a.m. Info: 419-774-7575.
JULY 6- Rensselaer, TN-EM Chapter 828 Fly
In at Jasper County Airport. Ham & bean
lunch. Info: 219-866-5587.
JULY 5-7-Alliance, OH-Taylorcraft Founda
tion, Taylorcraft Owner's Club Fly-In &
Reunion. Barber Airport (2Dl). Breakfast
Sat. & Sun. by EAA Ch. 82. Info 330-823
1168 or www.taylorcraft.org.
JULY 13-Toughkenamon, PA-EM Chapter
240, 28th Annual Fly-In/Drive-In Pancake
Breakfast 8:00 a.m. at New Garden Airport
(N57). Young Eagles' Rally. Admission free.
Info: 215-761-3191
JULY 13-Zanesville, OH-EM Ch. 425 Fly
In/Drive-In Breakfast. PARR Airport. 8 a.m.-2
p.m. Breakfast all day, lunch items 11 a.m.-2
p.m. Fly Market. Info: 740-454-0003.
JULY 2O-Cooperstown, NY-(K23) Old Air
plane Fly-In & Breakfast Sponsored by EM
Ch. 1070. 7:30am-Noon, rain or shine.
Adults $4.00, Children under 12 $3.50. Pi
lots of 1962 or older aircraft eat free! Info:
607-547-2526.
JULY 20-21-Dayton, OH-lst Eastern Region
Nat'l Aviation Heritage Invitational coincid
ing with 2002 Dayton Air Show.
Co-sponsored by Rolls-Royce North America,
NASM, Nat'l Aviation Hall of Fame and Reno
Air Racing Assn. No more than 50 aircraft

are selected for each Invitational. Applica

tions are due by June 15. For details on
eligibility and judging criteria, entry applica
tion, etc. contact Ann, 703-621-2839.
AUGUST 4-Queen City, MO-15th Annual
Watermelon Fly-In. Applegate Airport. Info:
660-766-2644.
AUGUST 9-11-Alliance, OH-Ohio Aeronca
Aviators Fly-In and Breakfast. Alliance-Bar
ber Airport (2Dl). Info: 216-932-3475 or
bwmatz@yahoo.com or www.oaafly-in.com.
AUGUST 100Toughkenamon, PA-EM Ch.
240, 28th Annual Fly-I n/Drive-In Pancake
Breakfast. 8:00 a.m. New Garden Airport
(N57). Young Eagles' Rally. Admission free.
Info: 215-761-3191
AUGUST 17-Cooperstown, NY-(K23) Old
Airplane Fly-In & Breakfast Sponsored by
EM Ch. 1070. 7:30 a.m.-Noon, ra in or
shine. Adults $4.00, Children under 12
$3.50. Pi lots of 1962 or older aircraft eat
free! Info: 607-547-2526.
AUGUST 23-25-Sussex, N! -Sussex Airshow.
Top performers. All types of aircraft on dis
play. Info 973-875-7337 or
www.sussexairportinc.com.
AUGUST 31-Zanesville, OH-EM Ch. 425
Fly-ln!Drive-ln Breakfast. Riverside Air
port. 8 a.m.-2 p.m. Breakfast all day, lunch
items 11 a.m.-2 p.m . Fly Market. Info: 740
454-0003.
SEPTEMBER 12-15-Reno, NV-4th Annual
Western Region Invitational. Co-sponsored
by Rolls-Royce North America, NASM, Nat'l
Aviation Ha ll of Fame and Reno Air Racing
Assn. 1 0 more than 50 aircraft are selected

for each Invitational. For details on eligibil

ity and judging criteria, entry application,
etc. contact Ann, 703-621-2839.
SEPTEMBER 13-15-Watertown, W/-2002
Midwest Stinson Reunion. (RYV). Info: 630
904-6964.
SEPTEMBER 14-Hollywood, MD-EM Ch.
478 Fly-In, Open House, Young Eagles
Rally, and Pancake Breakfast. Captain Wai
ter Francis Duke Regional Airport (2W6).
Info: 301-866-9502.
SEPTEMBER 14-1S- Bayport, New York-An
tique Airplane Club of Greater New York
Fly-In. Brookhaven Airport. Static display of
vintage & homebuilt aircraft. Awards in
various categories. Info: 631-589-0374.
SEPTEMBER 20-21-Bartlesville, OK-46th
Annual Tulsa Regional Fly-In. Frank Phillips
Field. Type club forums, static displays, ex
hibits. Admission by donation. Info:
Charlie Harris 918-622-8400.
SEPTEMBER 22-Hinckley, IL-Ch. 241 Fall
Fly-In Breakfast. (OCl) On the grass. 7
a.m.-Noon. Info: 847-888-2919.
SEPTEMBER 28-29-Alliance, OH-American
Military History Event. Barber Airport
(201). Info: 330-823-1168, w\vw.fbarber@al
liance/ink.com.
OCTOBER 5-S-Wauseon, OH-Ch. 149 An
nual Mini Chile Fly-In. Fulton County
Airport (USE). Info: 419-636-5503.
OCTOBER 12-Toughkenamon, PA-EAA
Chapter 240, 28th Annual Fly-In/Drive-In
Pancake Breakfast. 8:00 a.m. at New Garden
Airport (N57). Young Eagles' Rally. Admis
sion free. Info: 215-761-3191.

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e-mail: m ike@mikeshangar.com

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"I don't know, Howard. Maybe

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Two Journals for the restorer, builder, & serious modeller of early aircraft.
information on current projects
news of museums and airshows
technical drawings and data
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news of current publications

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26

APRIL

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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 issue
date (Le., January 10 is the closing date
for the March issue). VAA reserves the
right to reject any advertising in conflict
with its policies. Rates cover one inser
tion per issue . Classified ads are not
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via fax (920-426-4828) or e-mail (cJas
sads@eaa.org) using credit card payment
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card, complete address, type of card,
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27

Sport Pilot continued from page 3

Workshop Schedule
April 20-21. 2002 Watsonville. CA
SHEET METAL
COMPOSITE CONSTRUCT
FABRIC COVERING

April 27-28. 2002 Pittsburgh. PA

SHEET METAL
COMPOSITE CONSTRUCT.
FABRIC COVERING
GAS WELDING

May 3-5. 2002

July 12-142002

August 9-11 . 2002 Griffin. GA

TIGWELDING

August 16-18. 2002 Griffin. GA

RVASSEMBLY

August 17-18. 2002 Arlington. WA

SHEET METAL
COMPOSITE CONSTRUCT.
FABRIC COVERING

Griffin. GA
TIGWELDING
RVASSEMBLY

Sept 14-15. 2002

Corona. CA
RVASSEMBLY

June 21-23 2002

Griffin. GA
TIGWELDING

June 21-23. 2002 Frederick. MD

Denver. CO
SHEET METAL
COMPOSITE CONSTRUCT.
FABRIC COVERING
INTRa TO AIRCRAFT BLDG.
ELECTRICAL SYSTEMS
& AVIONICS

May 31-June 2. 2002 Griffin. GA

ADVANCED TIG WELDING

June 7-9. 2002

Griffin. GA
RVASSEMBLY

Sept 20-22. 2002

Griffin. GA
TIGWELDING
RVASSEMBLY

RVASSEMBLY

Visit www.sportair.com for a complete listing of workshops.

$poRrAIR
WORKSHOPS

---~---

28

APRIL

2002

1-800-WORKSHOP
1-800-967-5746
sportair@eaa.org

them, the ASTM Committee for Recre

ational Aviation Products. For several
decades EAA has worked with ASTM, a
worldwide nonprofit organization
that for more than 100 years has
helped industries develop consensus
specifications like those needed for LSA.
The NPRM does not directly address
the important need to recruit, train,
and appoint designated pilot examiners
and designated airworthiness represen
tatives to certifica te new pilots and
aircraft. EAA has been working with
FAA to ensure that a sufficient number
of qualified individuals are trained and
ready to certificate pilots and aircraft
once the rule is final.
EAA encourages its members to learn
more about sport pilot's opportunity by
visiting www.sportpilot.org. After study
ing the proposal, EAA urges you to
comment on it, making suggestions to
the FAA in areas where appropriate.
Before commenting, EAA urges mem
bers to review its summary of the NPRM,
presented in the EAA Sport Pilot newslet
ter bound into the March EAA Sport
Aviation. It's also available on EAA's sport
pilot website, www.sportpilot.org.
When commenting, remember that
all comments are open to public review.
Identify the specific part of the NPRM
you're commenting on, and comments
should be concise, reasonable, and ra
tional. Be factual and offer-and
support-suggested changes. You can
submit separate comments for different
subjects. The docket number and your
name, address, and phone number/e
mail address is required in case the FAA
needs to contact you to help them un
derstand your point of view.
Comments to the docket for the
"Certification of Aircraft and Airmen
for the Operation of Light-Sport Air
craft" NPRM, Docket No. FAA-200l
-11133, will be accepted until May 6,
2002. You can submit your comments
online through the EAA sport pilot
website at www.sportpilot.org.
To comment by mail, send two copies
of your comments to Docket Management
System, U.S. Department of Transporta
tion, Room Plaza 401, 400 Seventh St.,
SW, Washington, D.C. 20590-0001. Re
member that Washington, D. C., mail
service has not fully returned to normal,
so there's no guarantee your comments
will arrive by the May 6 deadline . We
strongly urge you to consider submitting
your comments via electronic means:-+'"

Membership Services Director~

VINTAGE

AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

OFFICERS
President
Espie 'Butch' joyce
P.O. Box 35584
Greensboro, NC 27425
336-668-3650
windsock@aol.com

Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN S6007
507-373-1674

George Daubner

2448 Lough Lane

Hartford, WI 53027
262-673-S885
vaaflyboy@aoi.com
Treasurer
Charles W. Harris
7215 East 46th Sl.
Tulsa, OK 74147
918-622-8400
cwh@hv5u.com

David Bennett

P.O. Box 1188

RoseVille, CA 95678

916-645-6926

Jean nie Hill

P.O. Box 328

Harvard, IL 60033

815-943-7205

antiquer@inreach.com

dinghao@owc,net

Robert C. "Bob" Brauer

Steve Krog

1002 Heather Ln.

c~~t!~;: 1~Jri~~O

john Berendt

7645 Echo Point Rd.

Connon Falls, MN 55009

507-263-2414

fchld@rconnect.com

joh n S. Copeland
IA Deacon Street
North';O~~~?~:Nf5 0lS32

Hartford, WI 53027

262-966-7627

sskrog@aol.com

Robert D. "Bob" Lumley

1265 South 124th Sl.

Brookfield, WI 53005

262-782-2633

lumper@execpc.com

copeland L@juno.com

Phil Coulson

Dean Richardson
1429 Kings ~nn Rd

28C1~t~:,~p~fo~fr.

Stou~~i7_8~gl589

616-624-6490
rcoulson516@cs.com

dar@aprilaire.com

3i~l!e~t~r~IT'r1~~~:

507-288-2810
rgomoD@hotmail.com
Dale A. Gustafson
7724 Shady HiDs Dr.

Indi3~am~~_~3t6278

Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774

260-493-4724

chief7025@aol.com

S.H. "Wes" Schmid

2359 Lefeber Avenue
Wauwatosa, WI 53213
414-77 1-1545
shschmid@gdi net.com

DIRECTORS

EMERITUS

Gene Chase
2159 Corlton Rd.
Oshkosh, WI 54904
920-231-5002

E_E_"Buck" Hilbert
P.O. Box 424
Union, lL 60180
815-923-4591
buck7ac@mc.net

ADVISORS
Alan Shackleton

P.O. Box 656

Sugar Grove, IL 60554-0656

6301466-4 193

103346.1772@rompuserve.com

Steve Bender
81 S Airport Road
Roanoke, TX 76262
817-491-4700
sstlOO@worldnet.att.net

eaa.org

EAA and Division Membership Services

800-843-3612 . ... .. . ..... FAX 920-426-6761
Monday-Friday CSn
(8:00 AM-7:00 PM
New/renew membersh ips: EAA, Divisions
(Vintage Aircraft Association, [AC, Warbirds),
National Association of Fl ight Instructors
(NAF[)
Add ress changes
Mercha ndise sales
Gift membershi ps

Programs and Activities

EAA AirVenture Fax-On-Demand Directory
. ................ ....... __ 732-885-6711
Auto Fuel STCs .. ............ 920-426-4843
Bu ild/ restore information ,. _.. 920-426-4821
Chapters: locating/organ izing .. 920-426-4876
Education .... .. ......... . .. 920-426-6815
EAA Air Academy
EAA Scholarships

Flight Advisors information .. .. 920-426-6522

Fligh t Instructor information ... 920-426-6801
Flyi ng Start Program . . ... . .. .. 920-426-6847
Library Services/ Research ...... 920-426-4848
Medica l Questions .. ...... .... 920-426-4821
Tech nical Counselors . .. ...... 920-426-482 1
Young Eagles .. . . ......... . . . 920-4264831
Benefits
AUA .... .......... .... . . .. 800-727-3823
AVEMCO .... . ...... .... . .. 800-638-8440
Term Life a nd Accidental ... _. . 800-241-6103
Death Insurance (Harvey Watt & Com pany)
Editoria l
Submitting article/ photo; advertiSi ng infornla
tion
920-426-4825 ......... .. . FAX 920-426-4828
EAA Aviation Foundation
Artifact Donations . _. . ..... .. 920-426-4877
Financia l Support . . . . . . . . . .. 800-236-1025

Gene Morris

5936 Steve Court

Roanoke, TX 76262
81H91-9iiO
n03capt@flash.net

Roger Gomoll

Fax (920) 426-4873

E-Mail: vintage

Vice-President

DIRECTORS

773-779-2105

photopilot@aol.com

Ph one (920) 426-4800

Web Site: http://www.eaa.org and h ttp://www.airvrnture.org

Dave Clark

635 Vestal Lane

Plainfield, IN 46168

317-839-4500

davecpd@iquest.net

MEMBERSHIP INFORMATION

EAA
Membership in the Experimental Aircraft Associ
ation, Inc. is $40 for one year, induding 12 issues of
SPORT AVIATION. Family membership is available
for an additional $10 annually. Junior Membership
(under 19 years of age) is available at $23 annually.
All ma jor credit cards accepted for membership.
(Add $16 for Foreign Postage.)

AVIA TION magazine not included). (Add $15

for Foreign Postage.)

WARBIRDS

Current EAA members may join the EAA War

birds of America Division and receive WARBlRDS
magaZine for an additional $40 per year.
EAA Membership, WARBIRDS magazine
and one year membership in the Warbirds Divi
VINTAGE AIRCRAFT ASSOCIATION sion is available for $50 per year (SPORT
AVIATION magazine not included). (Add $7 for
Current EAA members may join the Vintage
Foreign Postage.)
Aircraft Associaton and receive VINTAGE AIR
PlANE magazine for an additional $36 per year.
EAA Membership, VINTAGE AIRPLANE
EAA EXPERIMENTER
magaZine and one year membership in the EAA
Current EAA m embe rs ma y rece ive EAA
Vintage Aircraft Association is available for $46
EXPERIMENTER magazine for an additional
per year (SPORT AVIATION magazine not in
$20 per year.
cluded). (A dd $7 for Foreign Postage.)
EAA Membership and EAA EXPERIMENTER
magaZine is available for $30 per year (SPORT
AVIATION magazine not included). (A dd $8 for
lAC
Foreign Postage_)
Current EAA members may join the Interna
tional Aerobatic Club, Inc. Division and receive
SPORT AEROBA TICS magazine for a n addi
tional $45 per year.
EAA Membership, SPOR T AEROBA TICS
magazine and one year membership in the [AC
Division is available for $55 per yea r (SPORT

FOREIGN MEMBERSHIPS
Please submit your remittance with a check or
draft drawn on a United States bank payable in
Un ited States dollars. Add required Foreign
Postage amount for each membership.

Membership dues to EM and its divisions are not tax deductible as charitable contributions.

Copyright 2002 by the EM Vintage Aircran Association

All rights reserved.

VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircran Association of the Experimental Aircran Association and is published monthly at EM Aviatioo
Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh. Wiscoosin 54903-3086. Periodicals Postage paid at Oshkosh. Wiscoosin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM
Vintage Aircran Associalion, P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivery of VINTAGE AIRPLANE to foreign and APO addresses via sur
face mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise
obtained through our advertising so that corrective measures can be taken.
EDITORiAl POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in artictes are solely those 01 the authors. Responsibility lor accuracy in reporting rests entirely with the
contributor. No renumeratioo is made. Material should be sent to: Editor. VINTAGE AIRPLANE. P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800.
EM~ and SPORT AVIATION". the EM LogO<> and Aerooautica N are registered trademarks, trademarks. and service marks of the Experimental Aircraft Association, Inc. The use 01 these trademarks and service
marks without the permiSSion of the EXperimental Aircraft Association, Inc. is strictly prohibited.
The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation, Inc. The use of this trademark without the permiSSion of the EM Aviation Foundation, loc. is strictly prohibited.

VINTAGE AIRPLANE

29

~---'~~~'"------~~ I

N TAG E

MERCHANDISE
a. Golf Shirts............. $31.95
The Vintage golf shirt is your versatile,
comfortable, 100% combed cotton
sport shirt for almost every activity.

Seagrass:
md VOO539
Ig VOO540
xl
VOO541
2x V00542
Ocean Blue
sm VOO549
md V00550
Ig V00552
xl V00553
2x VOO554

Burgundy
sm VOO543
Ig VOO545
xl VOO546
2x VOO547

Maize Yellow
sm VOO555
md VOO556
xl VOO558
2x VOO559

ORDER ONLINE

WWW.EAA.ORG

b. Select Bound Vintage Volumes

Limited quantities of Vintage bound
volumes are available.

1990 and before . .......... $25.00

After 1990 ............... $30.00

c. Travel Mug ..... V00342

$12.95
Classic stainless steel mug with plastic
handle and cap. Standard base fits
most car cup holders.

d. Coffee Mug . .. .. V00234

$4.95
Enjoy your morning coffee with this blue
trimmed Vintage logo mug.

TELEPHONE
ORDERS

800-843-361
FROM US AND CANADA

e. Vintage Caps ... .......... $12.95

ALL OTHERS CALL

920-426-591 2

Choose a color and style to fit your

personal taste.

MAIL ORDERS

Royal Blue . .............. V00355

Khaki . .................. V00356
Olive (not shown) V00357
Maroon ................. V00438
Red w/navy (not shown) V00361
Khaklw/navy ............. V00439
Yellow w/navy ............ V00435
Natural wired (not shown) V00436
Red w/black ............. V00437

P.o. BOX 3086

OSHKOSH , WI 54903-3086

e.
30

APRIL 2002

Leather Bags from

Vintage Aircraft

An embossed logo graces each of these

finely crafted, genuine leather bags,
which come in either tan or black.

f. Leather Briefcase $79.95

tan V00497
black V00510
Crafted with a rich design , this case has
several interior pockets and goes from
home to the boardroom in style. Approxi
mately 12"h x 16"w x 4.5 "d

g. Leather Pouch ...... $21.95

tan V00584
black VOO513
Rapped, soft leather bag has shoulder
strap. Approximate size: 7.5"h x 5"w x
15"d

h. Leather Backpack . $49.95

tan VOO498
black V00511
Perfectly sized with convenient zippered
pockets on the inside and outside. Ap
proximately: 11"h x g"w x 4.5"d

I. Leather Pocket Bag

(black only) . VOO512
$46.95
Convenient phone/sunglass pocket
make this bag a definite accessory.
Approximate size: 9 "h x 6 "w x 3 "d

j. Embossed Denim Jacket ..... $65.99

Detail

",""~7
'. ~'
.

Cotton denim jacket with Vintage patch

on the front and embossed planes and

logo on the back.

xl VOO243
md V00241
2x V00244
Ig V00242

TM

DON'T MISS OUT ON

THESE GREAT VALUESI

ORDER NOW

TELEPHONE
ORDERS

800-843-3612
FROM US AND CANADA
ALL OTHERS CALL

920-426-5912

ORDER ONLINE

WWW.EAA.ORG
MAIL ORDERS
P.O. Box 3086
OSHKOSH, WI 54903-3086
VINTAGE AIRPLANE

31

Look for AUA at

Booth#B57

AUAis

'~7

0:

approved.

AUA would like to thank you - our cus

tomers - for your continued support. We
appreciate having the opportunity to

lower liability and hull premi

ums

serve you . Together, we can continue part

Medical payments included

nering to provide affordable, quality insur

Fleet discounts for multiple air

craft carrying all risk coverages

To become a

No hand-propping exclusion

ance for vintage aircraft enthusiasts.

member of the
Thank.s again! See you at Sun 'N Fun!
Vintage Aircraft

No age penalty
No component parts endorse
ments
Discounts for claim-free
renewals carrying all risk cover
ages

Association call

800-843-3612

AUA's Exclusive EAA

Vintage Aircraft Assoc.
Insurance Program

The best is affordable .

Give AUA a call - it's FREE!

800-727-3823~
Fly with the pros ...fly with AUA Inc.

Remember,
We're SeHer Together'

AVIATION UNLIMITED AGENCY

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