VOL. 30, No.

MARCH 2002

SPORT PILOT NEWLETTER

ENCLOSED WITH THIS ISSUE.
STRAIGHT & LEVELlButchjoyce

2 VAA NEWS/H.G. Frautschy

4 MYSTERY PLANE/H.G.Frautschy
6 CAN I JUST MAKE MINE EXPERIMENTAL?
/joe Norris
LITTLE BIG PLANE/ArtRink

10 THIRTY-THREE AND A HALF HOURS

/john M. Miller

11
/Giles Henderson

12 IT FLEW TOO WELL?/HankPalmer

14 IT'S A STEARMAN ... ISN'T IT?
!Budd Davisson

20
22 TYPE CLUB NOTES
24 CALENDAR
26 NEW MEMBERS
27 CLASSIFIED ADS

III

30 VAA MERCHANDISE

WWW.VINTAGEAIRCRAFT.ORG

Publisher

TOM POBEREZNY

Edltor-In-Clder

scon SPANGLER

Executive mrector, Editor

HENRY G. FRAUTSCHY

VAA Administrative Assistant THERESA BOOKS

Executive Editor

MIKE DIFRISCO

Contributing Editors

JOHN UNDERWOOD
BUDD DAVISSON

Graphic Designer

OLIVIA L. PHILLIP

PllOtography Staff

JIM KOEPNICK
LEEANN ABRAMS

AdvertlslngJEdltorial Assistant ISABELLE WISKE

Be

EL

BY ESP IE "BUTCH" JOYCE

PRESIDENT, VINTAGE ASSOCIATION

Sun 'n Fun Reflections

In March some early flowers start
blooming here in North Carolina.
March also means it's time for
Norma and me to begin getting
ready to attend the Sun 'n Fun EAA
Fly-In at Lakeland, Florida. This year
will be different. One of my favorite
parts about this great event is the
friends you get to see. I have always
enjoyed the repeated visits during
the week with my good friend
Leonard McGinty.
This year that will not be possi
ble. Leonard passed away early last
month after having a heart attack.
He was traveling to Martinsville,
Virginia, to pick up an airplane to
rebuild, a project he and his son
were to do together. Leonard was
always a wonderful southern gentle
man, a great promoter of aviation, a
strong supporter of the EAA, and
one of the original founders of what
is now the Sun 'n Fun organization.
People say that you remember the
bad times and not the good ones
well, this will not be the case with
Leonard, as I only had good times
with him. Thanks, Leonard. Our
condolences to his wife, Lena, and
the McGinty family.
Helen Caruso sent me a note to
inform me that Fred Kirk had passed
away during the month of Decem
ber. Fred was 93 and still actively
flying. Most of you may remember
Fred. On the front row of the An
tique area of EAA AirVenture
Oshkosh each year he was the tall,
thin guy who sat with Helen under
the wing of his beautiful, red
Howard DGA-15. Fred earned his pi
lot certificate in 1930.
I have started getting ready to at
tend the Sun 'n Fun EAA Fly-In. For

most folks, the event is a sure sign

that spring is just around the corner.
Just as I mentioned that the flowers
were starting to bloom here, the
weatherman informed everyone
that tonight the temperature would
be down to 15 degrees, with snow
forecast in the mountains of North
Carolina. I never look for really de
pendable weather until after Easter.
Sun 'n Fun will be the first fly-in
where our new added group of air
craft will be judged. Remember,
we've now added those aircraft
manufactured in 1966 to the Con
temporary judging category. Ray
Olcott, who's in charge of the vin
tage area parking at Sun 'n Fun, is
aware of this change, and will be
welcoming these new aircraft. Ray
has been a longtime supporter of
the vintage aircraft movement. A
number of years ago he and I served
on the EAA Antique/Classic Board
of Directors together. He and his
wife, Jo, were key volunteers at EAA
AirVenture for many years.
Ray now serves as a director for
Sun 'n Fun, and Ray and Jo are key
volunteers for Sun 'n Fun. Their
service to that fly-in, EAA, and to
the Vintage Aircraft Association has
been long-running and is very much
appreciated.
In any event, a number of people
based at my home airport are prepar
ing their aircraft for the trip to
Florida. As I do every year, I'd ask that
each of you approach the coming fly
ing season with deliberate planning.
When your aircraft has been
stored for the winter, you should be
extra careful when returning your
pride and joy back to the airways.
Extend this level of concern to your

piloting skills, too . I've set up the

time frame for my annual inspec
tion of the Baron and the Luscombe
to be completed during the month
of January. Then I schedule an in
strument proficiency checkride in
late February. I understand there are
all kinds of skill levels in our pilot
community. We all need to take our
responsibility to the public seriously,
and I'd like to extend my thanks to
each of you in advance for your cau
tion in that regard. Dust off your
aircraft and head to Florida to have
some fun in the sun at Sun 'n Fun; I
plan on being there to enjoy the
time with you.
You'll have plenty to see and do,
plus it will be a prime spot to get up
to speed on the FAA's proposed rules
regarding the certification of aircraft
and airmen for the operation of
light-sport aircraft. EAA views this
NPRM as one of the most important
initiatives presented within the past
decade, and it's asked us to include,
at no additional cost to you or to
the Division, the EAA Sport Pilot
newsletter in the next two issues of
Vintage Airplane. I urge you to read
both newsletters thoroughly and to
make appropriate comments about
the NPRM to the FAA. The newslet
ter is bound in the center of this
issue of Vintage Airplane, and we've
included some additional informa
tion within VAA News on page 3.
Let's all pull in the same direction
for the good of aviation. Remember,
we are better together. Join us and
have it all.
.......
VINTAGE AIRPLANE

VAA NEWS
COMPILED BY H.G. FRAUTSCHY

EAA's SPIRIT OF ST. LOUIS

REPLICA IN NATIONAL SPOTLIGHT FOR LINDBERGH
FLIGHT 75TH ANNIVERSARY
EAA's replica of Charles Lindbergh's Spirit of St. Louis will be in
the national spotlight this spring
during this year's commemoration of the 75th anniversary of
his historic solo flight from New
York to Paris. In May 2002 EAA's
replica airplane will be part of
The Lindbergh Foundation's national schedule of events that
celebrate the 1927 flight that
captured the world's imagination. On May 10-11, the airplane
will be in St. Louis, Missouri, to
re-create the arrival of the original airplane in that city from
Ryan Aircraft Company in San
Diego, California. It will then fly
to New York City to participate in
re-enactment festivities on May
18-20, marking the 75th anniversary of Lindbergh's departure
from New York's Roosevelt Field
en route to Europe.
At the same time, a "real-time"
re-creation of Lindbergh's 33-1/2
hour flight will be taking place at
the EAA AirVenture Museum in
Oshkosh, using the museum's
Operation Aviation flight simulators. This re-enactment will begin
on May 20 and operate continuously through the night and into
the evening of May 21, 75 years
to the day when Lindbergh
touched down at Le Bourget Airfield in Paris.
"There are few events over the
past century that completely captured the world's attention as
thoroughly as Charles Lindbergh's
solo flight across the Atlantic,"
said Adam Smith, EAA AirVenture
Museum director. "This achievement is something that should be
celebrated for what it meant to
aviation as well as how it brought
the world closer together through
2

MARCH

2002

air travel."
EAA's commemoration of
Lindbergh's flight, supported by
a grant from the Ryan Foundation, begins May 4-5 with the
opening of the EAA AirVenture
Museum's Pioneer Airport. The
Spirit of St. Louis replica will be
used for flying demonstrations as
well as historical presentations
on the ground.
Following its appearances at St.
Louis and New York, the Spirit
replica will stop at the U.S. Air
Force Museum in Dayton, Ohio
(May 25-26), before returning to
Oshkosh for EAA's Family Flight
and Balloon Festival June 1-2.
The aircraft will then travel to
West Bend, Wisconsin Gune 1416); a St. Louis air show (July
4-7); EAA AirVenture Oshkosh
2002 (July 23-29); Lindbergh's
boyhood home in Little Falls,
Minnesota (August 9-11); and the
Kansas City, Missouri, Aviation
Expo (August 17).
At the same time, more special
activities are scheduled at the
EAA AirVenture Museum. Those
include a special screening of the
film The Spirit of st. Louis starring
Jimmy Stewart (May 20) and a
Spirit of St. Louis ground-school
session (Oc tober 11-l3). Other
activities will be announced as
they are finalized.
The EAA Aviation Foundation
has a long tradition of celebrating Lindbergh's pioneering flight.
On the 50th anniversary of the
journey in 1977 , EAA's original
Spirit of St. Louis replica re-created
the North American tour flown
by Lindbergh upon his return to
America in 1927. On the 60th anniversary in 1987, EAA's replica
was shipped to Paris and landed
at Le Bourget exactly 60 years to
the day from when Lindbergh's
original airplane touched down
in Europe.

FRONT COVER: Well, I'm pretty

sure I saw a Stearman ... Dave and
Peggy Bates earned a ChampionCustomized Bronze Lindy at EAA
AirVenture Oshkosh 2001 for their
beautifully customized Boeing
Stearman. EAA photo by Jim Koepnick, shot with a Canon EOSIn
equipped with an 80-200 mm lens
on 100 ASA Fuji slide film. EAA
Cessna 210 photo plane flown by
Bruce Moore.

BACK COVER: They made only 26

of them, and this was one of only
three flying in 1994 when EAA
photographer Jim Koepnick captured this 1964 Champion Lancer
restored by Bob Herman. Intended to be a light, inexpensive
twin-engine training airplane, the
Lancer is powered by a pair of
100-hp 0-200 Continental engines driving fixed-pitch props.
Certainly, each of EAA's judging
categories has its own brand of
rare, unique airplanes.

BUCK'S VACATION
Our resident sage, Buck Hilbert,
certainly has earned his editorial
stripes over the years, and this year
he took an extended vacation during
the winter months. His column will
be on hiatus for this issue, but don 't
worry-I'm sure he'll have plenty to
say when he gets back!

PRE-1980 EAA MEMORABILIA

DONATIONS SOUGHT
Do you have an EAA item or artifact
you'd like to see expertly preserved
and displayed by the world-renowned
EAA AirVenture Museum? If so, the
folks at the museum would like to hear
from you. Our staff is actively soliciting donations of memorabilia for two
purposes: to create a special golden anniversary display in honor of the 50th
AirVenture this summer and to more
accurately and authentically docu-

ment the history of EAA for future gen

erations.
"We are looking for artifacts re
lating to EAA and EAA fly-in
conventions, in particular those prior
to 1980," said Curator of Collections
Ron Twellman. Items from the very
early days of EAA (1953-1970) are
especially sought, including EAA-re
lated souvenirs, clothing (hats,
jackets, T-shirts, sweatshirts), and
convention-related ephemera (pins,
patches, decals, posters).
Items not needed include EAA maga
zines/programs (unless you have some
of the earliest mimeographed Experi
menters from 1953) and trophies/plaques
awarded to fly-in participants. Because
we cannot guarantee the return of unso
licited items and are not looking for
loaned items, please check with Ron be
fore sending anything to EAA. You can
reach him at 920/426-5917 or via e-mail
at rtwellman@eaa.org.

FLYING COMMERCIAL
TO AIRVENTURE?
Special airfare discounts are now
available for EAA members and others
who plan to attend EAA AirVenture
Oshkosh 2002. The 50th annual avia
tion gathering will be held July 23-29 at
Wittman Regional Airport in Oshkosh.
EAA AirVenture discounts are ava il
able from the folJowing airlines (be sure
to refer to the proper file number when
requesting the discounts):
American (800/433-1790): 5 percent
off published fares; 60 days in advance
is 10 percent off during travel from July
10 to August 7; arrival cities are Green
Bay, Milwaukee; and Chicago; File No.
A6072AG
Delta (800/241-6760): 5 percent off
published fares; 60 days in advance is
10 percent off during travel from July
13 to August 5; arrival cities are Apple
ton, Milwaukee, Chicago (ORO and
MOW), and South Bend, Indiana; File
No. 185511A
Midwest Express (800/452-2022): 8
percent off published fares; 60 days in
advance is 12 percent off during travel
from July 13 to August 5; arrival cities
are Appleton and Milwaukee; File No.
CMZ1164

Northwest (800/328-1111): 5 percent

off published fares; 60 days in advance
is 10 percent off during travel from July
10 to August 8; arrival cities are Apple
ton, Green Bay, and Milwaukee; File
No. NYQSS
United (800/521-4041): 5 percent off
published fares; 60 days in advance is
10 percent off during travel from July
13 to August 6; arrival cities are
Oshkosh, Appleton, Milwaukee, Green
Bay, and Chicago: File No. 501ZR

SO...HAVE YOU GOT THE RIGHT

STUFF?
EAA's Pioneer Airport is seeking
qualified tailwheel pilots to volunteer
one weekend a month from May to
October, or several days during the

week. Adjacent to the EAA Aviation

Center in Oshkosh, Wisconsin, Pioneer
Airport re-creates the golden age of avi
ation with period hangars clustered
around a grass strip, and the pilots will
be Hying classic vintage aircraft like the
Travel Air E-4000 and Waco YKS-7.
To be considered pilots must hold
a commercial pilot certificate and sec
ond-class medical , have extensive
tailwheel experience, and meet EAA's
minimum flight experience require
ments. Flight time minimums and
volunteer duties are posted on EAA's
website at www.eaa.org. Ifyourein
terested, send your resume to EAA
Flight Operations, Attn: Pioneer Pilot
Screening, 1145 W. 20th Ave.,
Oshkosh, WI 54902.

EAA SPORT PILOT NEWSLETTER

Bound in the center of this month's
magazine is a special informational
newsletter created and published by EAA.
The newsletter, the cost of which has
been covered by EAA, will help you under
stand the many facets of the FAA's
proposed rules regarding the certification
of aircraft and airmen for the operation of
light-sport aircraft. While intended to
cover the operation of some homebuilt
and newly certificated aircraft that meet
the specifications of the proposed rule,
sections of this proposed rule will allow a
portion of the current fleet of antique and
classic aircraft to be operated under
these new rules.
For those of us who fly these types of
aircraft, and who operate under Part 91,
be sure to look at page 7 of the newslet
ter and read the short chapter that
discusses the minor changes to other
FAA regulations.
We can't stress too strongly the proper
answer when referring to the medical re
quirements of the proposed sport pilot
certificate. Yes, there is a requirement,
and it's tied directly to your ability to hold
a current driver's license and have no ex
isting medical condition that could
preclude your operating any motor vehi
cle. All pilots must adhere to FAR 61.53,
"Prohibition on Operations During Med
ical Deficiency, " which prohibits pilots
from flying as pilot in command whenever
they know or have reason to know of any

medical condition, or are taking medica

tion or receiving treatment for a medical
condition, that would prevent them from
having a safe flight.
After the newsletter was printed, but
just prior to going to press with this issue
of Vintage Airplane, we found an error on
page 4 in the paragraph related to operat
ing a light-sport aircraft certificated in a
category not listed on your private pilot
certificate (powered parachute and
weight-shift contrOl). That paragraph
should read:
If you want to fly a light-sport aircraft
of a different category/class, you must
receive and log ground and flight training
from a sport pilot instructor, and then
complete a proficiency check adminis
tered by a different instructor. Following
the successful completion of the profi
ciency check, the second instructor will
make a logbook endorsement for the ap
propriate category/class.
EAA will also be supplying a copy of
the next issue of the EAA Sport Pilot
newsletter in the April issue of Vintage
Airplane. In that issue, EAA will provide its
evaluation of the NPRM.
We'd also encourage you to visit EAA's
sport pilot website at www.sportpilot.org.
The NPRM ' s 90-day comment period
ends on May 6 , 2002. To make com
ments to the FAA about the NPRM, please
follow the guidelines listed on the last
page of the newsletter.
VINTAGE AIRPLANE

:MYSTERY '

PLA
BY

H .G .

FRA UTSC H Y

While certainly not unknown,

the December Mystery Plane isn't
one you see on the antique fly-in
circuit, at least not yet. Here's our
first letter:
The December Mystery Plane
would appear to be an Alexander Ea
glerock Combo-Wing with a 90-hp
OX-5 or 100-hp OXX-6 engine. The
Alexander Film Company got into
the aircraft business when it formed
Alexander Aircraft in Denver in April
1925. The Eaglerock, designed by
Daniel Noonan and assisted by Al
bert Mooney, appeared in August
1925. About 455 OX-powered Eagle
rocks were built by 1928 when the
company moved to Colorado
Springs. Further aircraft appeared
with Whirlwind, Salmson, Hispano,

MARCH 2002

E
Siemens, and Comet engines.
Alexander went under in 1931.
The Eaglerock was the first OX-5
powered lightplane to receive a type
certificate. The Combo-Wing was cer
tificated as ATC No.7 in April 1927.
Thanks for the fun. Just out of cu
riosity, how many Eaglerocks still
exist?
Tomas H. Lymburn
Princeton, Minnesota
According to the FAA's electronic
database, available at www.land
ings.com, only two Long- Wings are
registered, with the last registration
activity in the mid-J980s. Three
Combo- Wings are registered, and one
of them is in the collection of the Mu
seum ofFlight in Seattle, Washington.
The other two are registered to private

owners, and we expect that at least

one will be flying in the upper Mid
west. As sometimes happens with old
type certificates, the airplanes in the
FAA database don 't list Alexander as
the manufacturer, but rather the last
holder of the type certificate, Aircraft
Mechanics Inc.

I realize I'm more than late in

identifying the Mystery Plane. That
trick with the door edges is clever! I
couldn't believe that I would find a
combination wing Eaglerock in a
Mystery column. Doesn't everybody
recognize that?
But then I thought maybe it could
be only me! I'm old enough-and
maybe we have mostly young read
ers. That one-a combination
wing-was pretty early and was
probably manufactured in Engle
wood, Colorado, before the tragic
fire. The original design avoided the
odd slant of the struts by having a
few additional feet on the lower
wing. And beginning with the
Model A, it was changed to incorpo
rate a center section, and both wings
on each side were the same length.
Through the 1920s I was growing
up in Fort Collins, Colorado, and
was able to visit the fields around
Denver and Colorado Springs. Go
ahead-ask me about an Eaglerock. I

MARCH MYSTERY PLANE

THIS MONTH'S MySTERY PLANE COMES TO

US VIA THE COLLECTION
OF JAMES MARTIN OF
SOUTH BEND, INDIANA.

SEND YOUR ANSWER TO:

EAA,

VINTAGE

AIRPLANE, P.O. Box 3086 , OSHKOSH , WI

54903-3086 . YOUR ANSWER NEEDS TO

BE SURE TO INCLUDE BOTH YOUR NAME

BE IN NO lATER THAN APRil 10 FOR IN-

AND ADDRESS (ESPECIAllY YOUR CITY AND

CLUSION IN THE JUNE 2002 ISSUE OF

STATE!) IN THE BODY OF YOUR NOTE AND

VINTAGE AIRPLANE.
You CAN ALSO SEND YOUR RESPONSE

have pictures of most models.

R.H. Osborne (Dick)
Colorado Springs, Colorado
I recently published a book, Wings
North: Wausau's Aviation History,
which includes information relating to
Alexander Eaglerocks in Wisconsin.
The Hall Aircraft Corp., Wausau, was
the Eaglerock distributor for all of Wisconsin in the late 1920s, and I have
numerous photographs of their Eaglerocks at Wausau. Among my collection,
but not in the book, is a photo taken on
April 13, 1928, of a group of Chrysler
Corp. executives next to an Eaglerock
in exactly the same location, in front of
the very same hangar as in your photo
(left). Mark Hubbard, president of Hall
Aircraft Corp., and A.T. Tracy, sales
manager for Hall Garage Inc ., a
Chrysler dealer, are briefing them.
It appears to me that the man on
the left in your photo is Mark Hubbard,
probably on a sales or delivery trip to
Milwaukee.
Above my desk I have a framed
piece of original fabric with the handpainted Eaglerock logo, salvaged by Irv
Hall from the rudder of a damaged Eaglerock.
Robert C. Wylie
Wausau, Wisconsin

VIA E-MAil . SEND YOUR ANSWER TO

vintage@eaa.org.

The best reference for Eaglerock

history is The A lexander Eaglerock:
A History of the Alexander A ircraft
Company, written by Col. John A.
deVries and published by Wolfgang Publishing, Colorado Springs,
Colorado, in 1985. There have
been other articles and mentions
in several books. The Eaglerock
can be found in Vol. 1 of Juptner's
U.S. Civil Aircraft. The combo-wing
Eaglerock received ATC 7, and the
long-wing is ATC 8. Later models
can be found listed under ATCs 57,
58,59, 139,141, and 190. The November 1973 issue of EAA Sport
Aviation contains an article entitled, "A n Alexander What?" by
Jack Cox.
The Eaglerock is easily identifiable by the inward slanting wing
struts, the cowling design enclosing
the OX-5 engine, which powered
most of them, and the radiator location under the aft end of the
cowling. It is identified as a combowing because the lower wing panels
are shorter than the upper wing. All
Eaglerock wing panels have a constant chord, with identical rib
sections. The only difference is
length . This approach simplified
manufacturing and maintenance.

PUT "( MONTH) MYSTERY PLANE" IN THE

SUBJECT LINE.

The original wing configuration, or

long-Wing, used 18-foot wing panels, and because of the 2-foot width
of the fuselage at the lower wing attach point, the overall span for the
lower wing was 38 feet, while the
upper span was 36 feet. This provided an excess amount of lift, so
the lower wing panels were reduced
to 16 feet. The "A" model was introduced in 1928 and featured a 6-foot
center section in the upper wing,
with the 16-foot outer wing panels
then used for both upper and lower
wings. It could accommodate two
people in the front cockpit if you
were willing to be friendly enough.
So technically it can be identified as
a three-place airplane.
Pete Jansen
Seattle, Washington

Other correct answers were received from John Miller,

Poughkeepsie, New York; Bill Vogelsang, Madison, Wisconsin; Mark
Weigand, Troy, Michigan; Dave Paulley, Osage, Wyoming; Allen Herr,
Yuba City, California; Ed Kastner,
Elma, New York; George Jevnager,
Hopkins, Minnesota; and Tom Hegy,
Hartford, Wisconsin.
.......
VINTAGE AIRPLAN E

It's not

n a regular basis here at

EAA headquart ers, mem
bers ask us if there is any
advantage to converting
their airplane to the experimental
category. Many aircraft owners
have the idea that they will save
money if they switch their factory
built aircraft from standard
category to experimental. This no
tion no doubt stems from the fact
that they see owners of homebuilt
aircraft doing their own mainte
nance, repairs, and inspections or
using more modern auto-engine
conversions. This brings forth the
idea that if they converted their
standard category aircraft to exper
imental, they could save money by
reducing maintenance expenses
and/or taking advantage of mod
ern engine technology. Actually,
it's not that simple.
The fact is there isn't just one
experimental category. Rather,
there are several purposes for
which the FAA might issue an
experimental airworthiness cer
tificate . One of those purposes is
for "operating an amateur-built

MARCH 2002

aircraft." This is the certificate un

der which homebuilt aircraft are
operated. There are several other
purposes for which an experi
mental airworthiness certificate
can be issued. These include re
search and development, crew
training, exhibition, air racing,
market survey, and others. Each
purpose has its own unique char
acteristics and limitations.
In truth, there is little benefit to
changing from standard to experi
mental category. Here's why. Since
the aircraft is factory-built and
certificated in standard category,
it would not be eligible for experi
mental/amateur-built status. The
FAA defines amateur-built aircraft
as "aircraft in which the major
portion has been fabricated and
assembled by a person(s) who un
dertook the construction process
solely for their own education or
recreation." A factory-built aircraft
does not meet this definition.
Also, amateur-built aircraft cannot
have been previously certificated
in another category. This means
that the aircraft would have to be

certificated within one of the

other experimental purposes. The
least restrictive of the available
purposes would be exhibition,
but this purpose still places signif
icant restrictions on the use of
the aircraft.
FAA Order 8130.2D outlines the
procedures for certificating aircraft
and related products, and it con
tains the definition and limitations
of various certification categories.
Section 8 covers operation of air
craft under the experimental
purpose of exhibition and air rac
ing. The description of this
certification purpose reads:
"A certificate for experimental
exhibition shall only be issued
when an aircraft is to be used for
va lid exhibition purposes. In
cluded in those purposes are
organized air shows, organized
air races, organized fly-in activi
ties, organized exhibitions, youth
education events, shopping
mall/school/similar static dis
plays, organized aerobatic
competition, sail plane fly-ins or
competitive races or meets, and

E"1'eri-menta.l?

JOE NORRIS
EAA AVIATION

movie or television productions."

You'll notice that recreational
and cross-country flying are not
mentioned.
Experimental/exhibition cate
gory is further broken down into
four groups, identified by Roman
numerals I through IV. Aircraft
that were formerly certificated in
standard category fall into Group
IV. Group IV aircraft will be issued
operating limitations that include
the following:
"The proficiency area is limited
to non-stop flight that begins and
ends at the airport where the air
craft is based, with sufficient fuel
reserve to meet the applicable op
erating rules of Part 91. An
alternate airport selection is not
available for aircraft in this group."
(Italics ours.)
This means yo u cannot fly the
aircraft to any other airports un
less it is to an exhibition registered
in advance with the FAA. You need
to submit a "program letter " to
the FAA that lists the exhibitions
you wish to attend, and you must
contact the FAA in advance to fly

to an exhibition that is not listed

in your program letter. Any flight
that is not to, from, or at one of
these exhibitions is a "proficiency
flight" and must be conducted
on ly from your home field, and
you can land on ly at your home
field-no $100 hamburger trips
for pleasure.
"Only FAA-certificated mechan
ics with appropriate ratings as
authorized by FAR 43.3 may per
form inspections required by
these operating limitations. "
Unlike the amateur-built cate
gory, where the builder can
app ly for a repairman certificate
that authorizes him/her to do
condition inspections (basically
equivalent to an annual), you
will not be authorized to do so
on your exhibition aircraft. You
would need to find a certificated
mechanic to do the inspections .
Further, because your aircraft pre
viously held a different category
airworthiness certificate , all of
the maintenance requirements of
FAR Part 43 sti ll apply. That
means you have to have an A&P

INFORMATIO N S ERV ICES

mechanic do the required main

tenance, or supervise you while
you do the maintenance, on your
aircraft, just like when it was in
standard category.
As you can see, the experimen
tal/exhibition category places
significant restrictions on the op
eration of the aircraft, which in
turn limits the utility of the air
craft while offering little if any
opportunity for cost savings.
These limitations also signifi
cantly reduce the market value of
the aircraft should the owner ever
want to sell it, and once an air
craft is removed from standard
category it is difficult and expen
sive to move it back. For these
reasons, we do not recommend
that you change the certification
category of a standard category
aircraft unless you truly meet the
requirements of experimental/
exhibition category and the pur
pose.
....
Reference: FAA Order 8130.2D in
Adobe Acrobat
http://av-info.{aa.gov/dst/81302DC3.pdf
VINTAGE AIRPLANE

LITTLE BIG PLANE

The Rearwin Cloudster only looks big in photos

ART R INK

T
GINE

HE CLOUDSTER WAS

t----.'-z'------1

THE LAST OF A SERIES

OF LITTLE ROUND EN

AIRPLANES

DESIGNED

BY

REARWIN AIRPLANES . THE CAA DES

IGNATED

THE

ORIGINAL

1939

CLOUDSTER AS AN 8125 . THIS ENTRY

INTO THE MARKET WAS REARWIN ' S
ATTEMPT TO PROVIDE NEW SIDE-BY
SIDE SEATING . A FIVE-CYLINDER KEN
ROYCE ENGINE THAT DEVELOPED

r - - - -

- -- - - - - - - - o - .u' , - - - - - - - - 1

90

HP AT 2250 RPM POWERED THE

8125 . ONLY ONE WAS PRODUCED.

In 1940 Rearwin changed the

engine to a seven-cylinder radial,
and with that came a new designa
tion: 8135. A seven-cylinder Ken
Royce engine that produced 120
hp at 2225 rpm powered the 8135
Cloudsters. They had the same side
by-side seating but had a sideways
facing seat in the rear. Some of the
8135 Cloudsters were additionally
designated as 8135T, denoting a
two-place, tandem-seat instrument
trainer. They had an additional in
strument panel in the back seat for
the instructor and a second door for
The seven-cylinder Ken Royce en
gine develops 120 hp at 2225 rpm.
The radial engine and stout appear
ance give the Cloudster the look of
a small Howard DGA.
8

MARCH 2002

Rearwin Cloudster
A two to three-place private owner plane with a choice of Ken Royce
engines from 90-120 h.p.
Aircraft Yearbook-1941

Art Rink refinished his 1940 Rearwin Cloudster in chocolate brown, in mem
ory of "Smilin' Jack" Mosley and his real-life airplane, NC2600.

entering and exiting the rear seat.

My Cloudster, NC25545, was a
flying airplane in December 1999.
Since I didn't have a hangar at the
time, I decided to buy some time by
having work done to the exterior.
One thing led to another, so over a
period of 12 months I had the wood
in both wings repaired where
needed. I also had new leading
edges, pulleys, cables, and electrical
wiring installed at the same time.
Following that, over the next six
months, both the wings and ailerons
were covered in Ceconite 102 and
finished using Randolph's STC. The
fuselage was rejuvenated, and all the
metal parts were stripped and
painted with Randolph products.
The propeller was sent back to
Sensenich for a complete overhaul.
John Talmage, the previous owner,
had rebuilt the engine, firewall, inte
riof, and instrument panel, so I
didn't have to rework those items.
The 8135 Cloudster cruises at 120
mph at 2050 rpm using 7 gallons of
fuel per hour. Since all the control
cables have ball bearing pulleys, the
airplane is a real joy to fly. The flight
controls are sensitive to light pres
sure. On the ground the forward
visibility is limited, but the steerable
tail wheel makes it easy to do S
turns while taxiing. The brakes are
mechanical with bronze plates, and
they work very well. The airplane
has an empty weight of approxi
mately 1,200 pounds and a gross
weight of 1,900 pounds. The fuel
tanks hold 34 gallons and are fed
through a selector valve, making the
fuel management simple.
Of about 120 Cloudsters built,
you could count the number cur
rently flying on both hands. A
quick check shows the FAA has 22
of them registered, but that many
sure aren't flying!
I find the Rearwin Cloudster a
straightforward airplane that flies
and looks like a big airplane. Best of
all, the engine makes that incredible
throaty sound that only a round en
gine makes. The airplane is pure fun;
I look forward to each weekend ........
VINTAGE AIRPLANE

Thirty-Three and a Half Hours

A little an ecdote of 1927

JOHN M. MILLER

n May 1927 I was a mecha cal en ~,--=:::aiiiii~~e~nQ!teG FIQwa d n the

neering student at P-ratt In titute of phie, a copy of whi
he
Technology in Brookl 11, w York, purchased by ma il and ad used to
about to graduate. I had done some y
teach himself to fly in the fog using
ing before that, starting in 1923 when I Howard's method. Howard had already
mentioned to me that he had sold the
soloed a IN-4 on my 18th birthday dur
ing my fourth year of high school. I pamphlet to Lindbergh by mail, but he
spent the summer of 1924 hopping pas
was a very shy person and had not in
sengers. This was long before there were troduced himself to Lindbergh. I did
not join in the conversation for I was a
any regulations, so it was without a pi
lot certificate.
very junior member of the aviation
At the time, a number of pilots were
scene at the time. We both had looked
making preparations at Roosevelt Field into the cockpit of the Ryan airplane
and Curtiss Field on Long Island to and seen the turn indicator on the
compete for the Orteig Prize of $25,000 panel. In addition, we saw a Pioneer
for th e first nonstop flight between Earth Inductor Compass, powered by a
New York and Paris. I sometimes went little anemometer on the top of the
out to Mineola, Long Island, to watch fuselage. Those two instruments were
on the cutting edge of technology at
the preparations, often cutting classes.
On one day I was standing beside a the time and certainly made the fa
friend, Howard Stark, who lived at mous flight possible. As far as I know,
Pawling, New York, near my home all the other airplanes that were being
here in PoughkeepSie. We were watch
prepared for the trans-Atlantic flight
ing Lindbergh and his plane. had turn indicators, but I doubt
Lindbergh had flown from San Diego a whether the other pilots were really
day or so before, with only one stop, at proficient in their use. Howard, too,
St. Louis, and was getting ready for his was doubtful about their proficiency.
flight to Paris.
I was again at the field the day be
Howard was the first person to fly fore Lindbergh took off and heard the
successfully in the fog while using the rumors that he planned to do so the
then-new "turn indicator." He had dis
next morning, so I stayed up all night
covered the proper way in which to in the lobby of the Garden City Hotel,
use the instrument and to recover waiting for the event. On that murky
from the deadly out-of-control spiral morning, I watched the takeoff and was
dive, which had killed so many people worried about the plane clearing the
before (and since). He had published wires and poles on the edge of Roo
an instructional pamphlet that he sold sevelt Field. I stood directly behind his
by mail. He called his system the Stark rudder to sight on the two power line
1-2-3 system, and it is still used today, poles to see if he went right between
the only proper method. Many pilots them, which he did with only a
periscope to see forward. Otherwise, he
had failed to figure out how to prop
erly use the instrument, not even the had no forward visibility.
Army and the manufacturer. Howard
After he was gone out of sight in the
was beginning to be quite well known murk, I said to myself and to others
in aviation. He was the true "father of nearby that we probably would never
instrument flying."
see the poor guy again, that he would
As we were standing there someone probably disappear like the previous
pointed out Howard to Lindbergh, who Old Glory, the Fokker Universal mono
then walked over to speak to him. He plane that I had watched during its

10

MARCH

2002

t>reparations but had missed its takeoff.

rk"ors y- lplane had also
crashe
burned, attempting takeoff
with a too-heavy fuel load.
Later, when the Lindbergh welcom
ing parade was held on 5th Avenue, I
sat on a ninth-floor windowsill with
my feet hanging out, at 507 5th Av
enue, the office of my aunt who had a
little employment agency for office
girls. It was a perfect grandstand seat for
the huge parade.
In 1930 I was flying professionally at
Teterboro Airport. At that tim e, the
Lindberghs kept their Lockheed Sirius
in the Bendix hangar at Teterboro. I
used to help Lindbergh push it in and
out of the hangar when he and his wife
went on various flights. I did not really
get acquainted with him because I did
not wish to be another pushy person.
There were plenty of those already.
However, he voluntarily gave me an 8
by 10 autographed photo of himself,
which I still have and highly prize.
On March 23, 1992, I was in Wash
ington, D.C., visiting the National Air
and Space Museum. The Spirit of St.
Louis Ryan airplane had been lowered
from its usual place, hanging from the
ceiling, and the Smithsonian techni
cians were in the process of cleaning it.
They were evidently being very careful
to avoid wiping off the now ancient and
honorable black exhaust stains. The en
gine cowling was removed. I had seen it
off in 1927, too. I could again look into
the cockpit, but because of the barriers, I
was 15 feet away. This reminded me of
the last time I had looked into that cock
pit, decades ago. It hadn't changed.
I wonder how many pilots toda y
would be able to fly 33-1/2 hours with
just a turn indicator, magnetiC compass,
Pioneer Earth Inductor Compass, air
speed indicator, and altimeter, with no
forward visibility or radio navigation
avionics system.
Thirty-three and a half hours! ......

gle static discharge can be disastrous

GILES HENDERSON

Over the past year I have been

restoring a Cassu t t lIM sport racer
that had formerly belonged to Pete
Myers of Oak Lawn, Illinois. The fuse
lage was covered with Ceconite fabric
and four coats of nitrate dope; all the
finishing tapes, reinforcement
patches, inspection rings, and gussets
had been installed. The project was
ready for butyrate. Although the air
frame was not being covered with the
vinyl-based, less flammable Poly
Fiber process, I was following many
of the excellent suggestions and tech
niques outlined in Ron Alexander's
aircraft builder and the EAA/Poly
Fiber" Aircraft Fabric Covering"
instructional video. This included
wearing latex rubber gloves for chem
ica l protection while wiping down
the fabric surface with a prep solvent
prior to spraying. After wiping several
square feet, the shop towel was
recharged with solvent. At this time I
had a gallon can of solvent in my left
hand and a clean, solvent- laden shop
towe l in my right hand. (Editor's
Note: See my comments at the end of
this article regarding shop towels.)
As my gloved right hand holding
the shop towel approached the air
craft, a static discharge snapped from
the towel to the fabric surface and in
stantly ignited the solvent vapor in a
flash of blue flame, followed by a rap
idly expanding circle of burning
nitrate-doped fabric.
I was able to carefu lly move the
gallon can away from the aircraft
without sloshing or spilling any of
the extremely volatile solvent. Within
seconds the entire fuselage had blown
up in yellow fire and black smoke. I
discharged a fire extinguisher but was
not able to completely quench the
flames. I was able to get the airplane
o u tside before anything else in my

garage caught fire. The entire cover

ing of fabric burned in less than two
minutes . By the tim e I reali zed that
my solvent-saturated g loves had
caught fire, I had accrued some sec
ond-degree burns. The outcome could
have been considerab ly worse. My
burns are now hea led, and the little
airplane is now re-covered and in the
paint shop.

rM a~11d'
Several precautions had been taken
to avoid flame and electrical ignition
sources. Although procedure manuals
caution us of the hazards of static
electricity caused by sanding or spray
ing a fabric surface, over the past
decad es I had become complacent
about this danger. This accident oc
curred on a warm, blue-sky October
day with exceptionally low humidity.
In retrospect, it seems likely that the
friction of the latex rubber glove on
the surface of the polyester fabric was
the primary source of static charging,
no t unlike the static charge created
on th e surface of a rubber balloon
whi le rubb ing it on a piece of fur or
synthetic fabric.
Static electricity is dissipated by co
rona ionization in a humid
atmosphere . But under low humidity
conditions, this is an extremely slow
process, setting up the possibility for
a rapid, high voltage discharge.

F
();Y.J~~PrecaulNl1d'
Th e following precautions could
help avoid a repetition of this accident:
Avoid doping fabric under low hu
midity conditions. In doubt, wet the
shop floor.
Avoid rubbing a fabric surface with
rubber gloves.
Wear a grounding bracelet and lan
yard, like those used by e lectronic
techn icians who hand le computer

chips and circuit components subject

to static damage.
Ground the fabric surface and its
attaching structure, if it's metal.
Given that epoxy primers are not
electrical conductors, I am not confi
dent that grounding an epoxy-primed
airframe is an effective means of dis
charging static electriCity from the
fabric surface since the primer cannot
provide a conducting pathway be
tween the fabric and th e airframe.
Static charge accumulates on the sur
face of th e smallest radius of a curved
surface. Thus, static wicks located on
the trailing edge o f a wing or control
surface diSSipate electricity from an
airborne aircraft by corona discharge.
Perhaps a grounded copper foil
clamped to the trailing edge of a wing
or control surface would be equally
effective in the shop. In a similar
manner, grounding the metal leading
edge of a wing panel or the metal tur
tled ec k or aluminum stringers of a
fuselage, which are in direct contact
with the fabric, may also be effective.
It would be instructive to evaluate
these techniques with an electroscope
to measure static charges before and
after these grounding methods.
Neutralize electric potential differ
ences.
Keep one free hand in contact with
th e fabric surface before and while
wiping or sanding with the other
hand. In this way, the charge created
b y the friction has a " re turn pa th
and may not accumulate to create a
potential difference and an electric
field capable of ionizing air molecules
and subsequent arcing.
Maintain a conveniently located
fire extinguisher capable of putting
out petroleum fires.
/I

Editor's Comments: We can't stress it

continued on page 28
VINTAGE AIRPLANE

11

You never know how a potential customer will react!

HANK PALMER

he first job I had after I got

out of the Navy in 1945 was
as an instructor using Piper
Cub seaplanes. An old and dear
friend, Jimmy, who was operat
ing seaplanes at St. Petersburg
Beach hired me. I had instructed
a couple of years in Navy primary
school before going to the Pacific
fleet. I worked at the seaplane
base for a couple of years, and
then left for a better job flying
airfreight.
When I left the seaplane opera
tion , the owner owed me some
money that he didn't have, so he
gave me a J-3 Cub seaplane that
needed re-covering and an engine
overhaul. This was an early J-3,
som ewhat lighter than the post
war models. It was mounted on
EDO 1140 floats, somewhat
lighter than the 1320s. It had a
worn-out engine, a land plan e
prop, and worst of all, the stabi
lizer jackscrew was rusted so tight
it could not be trimmed. As an
added "bonus," the airplane was
nose h eavy. It was probably 100
pounds heavier than the Cub I

12

MARC H

2002

usually flew. Even with its faults,

he was still giving instruction in
that plane when he gave it to m e.

Knowing that I wanted to sell

mine, he called me one day and
said that he had a possible cus
tomer for it. I said, "Great, I' ll be
right out and talk to him."
Now this young man had
learned to fly in Jimmy's nose
heavy, un-trimable Cub. Always
flying with the throttle wide open
and holding back pressure on the
stick with both hands to keep the
nose up, he had soloed once or
twice. When I arrived at the sea

plane base I saw my Cub on the

downwind leg, about 2,000 feet
high, throttle wide open and still
climbing. Every now and then he
would push the nose down, but
then it came right back up again.
(He was holding back on the stick,
as he had to do in the other Cub.)
He turned on final approach, over
shot Boca Ciega Bay, and had to
go around. This time he was even
higher on downwind, but he man
aged to get it down about two
miles north of the base. It must
have taken him half an hour to
taxi back to the ramp. He was
scared to death.
He said, "Man, I'll never buy
this plane; it climbs too fast , and
it won't come down . I couldn't
make it come down. It only
wanted to climb, climb, climb ,
and I couldn't make it come
down. It's dangerous."
As far as I know, the kid never
flew again.
I eventually sold the Cub for
$1,100, delivering it to the buyer's
waterfront home in Corpus
Christi, Texas.
.....

t has been said that subtlety is wasted on

the unwashed masses. That may be the case in
most of the world, but definitely not at EAA Air
Venture Oshkosh 2001. Yes, at times the masses
were unwashed, but they still picked up on the
subtleties that made the Bates' Model 7S Stear
man " ... just a little different."
It's Peggy Bates who is most likely to carryon
about the family's relationship with the airplane,
" ... it's always been there and is part of the fam
ily," she says.
Logically she'd feel that way since Dave met
the Stearman about the same time he met Peggy,
although the Stearman wasn't at Uncle Miltie's
Disco, and Peggy was.
Dave is now the ground fleet manager for a
major airline, where he spends his days worrying
about keeping thousands of tugs, fuel trucks, and
their ilk ready to service aircraft. It wasn't that
long ago, however, that he was squinting down
1,120 feet of pavement, waiting to edge his com
petitor out when the light tree turned green and
he could bury his foot in the carburetors on his
A-altered Model T drag car. He has always liked
machines. Always. That's one reason that, as soon
as he graduated from high school, he immedi
ately enrolled in automotive and diesel school.
That led to becoming a field rep for Ford, and
that, in turn, led to the position with the airline.
That's the career side of David Bates, which, from
all outward appearances, is not how David Bates
looks at his life. To hear him tell his story, he's al
most always seen life through faceted
windscreens and lots of wings and flying wires.
This is validated by the simple fact that Peggy's

With John Turgyan performing the piloting honors, Peggy Bates rides along in the Stearman she and her husband,
Dave, restored.

first "big date," as she calls it, with

her future husband was to go look at
his Stearman project. At least she
was forewarned.
Dave was in his early 20s in the
1970s when he found he just could
n't live without an airplane, even
though he hadn't even started to
learn to fly yet. One of his close
friends was John Hatz, of Hatz bi
plane fame, so it was natural for John
and Dave to talk airplanes. It was
even more natural that John would
point him toward birds with two sets
of wings, even though Dave was just
starting out. John didn't have to push
i:J too hard, however, because that's
~ where Dave was headed anyway.
o
~
"John was a terrific help," Dave
~

The aft fuselage shows the exceptional

sheet metal work Jim Younkin did and
the expertly done work on the tail wheel
boot. Even the vent tube exiting the tail
cone shows excellent workmanship.
16

MARCH 2002 '

says. "He said, 'First we have to find

something you fit into.' We went to

Oshkosh in 1977, and I looked at
the Pitts, thinking it would be a logi
cal choice, but it was just too tight.
I'm not a small guy, in case you

haven't noticed. So, we started look

ing at other biplanes, and that's
when I discovered how much I liked
Stearmans even though I'd never
even flown in one."
By then it was 1978 and Stear
mans were definitely on the way
out as crop dusters because the
newer monoplanes and big Ag-Cats
were putting more and more of
them out of work. For a short time,
ex-agricultural Stearmans dotted the
landscape, so Hatz and Bates looked
at a lot of them as potential restora
tion projects. It took a little time,
but they finally settled on one in
Tennessee that appeared to be solid.
However, it needed to be converted
from its role as a down-in-the-cot
ton, blue-collar field hand to a
Sunday-morning-personal-amaze
ment machine.
"John went out to pick it up. I
gave him $7,500 for the airplane
and another $500 for the trip, which

Light Sport Aircraft

Hello, Fellow
Aviation Enthusiasts
Welcome to the third issue of the fAA
Sport Pilot newsletter. In it you'll learn the
details of what FAA is proposing to help
recreational aviation enter its next great
phase. In the fourth issue, we will provide
EAA's evaluation of the proposal. It will be
available in April in EAA's publications and
on EAA's websites at www.eaa.org and
www.sportpilot.org.
Some in aviation will see the sport pilot
certificate and new light-sport aircraft cat
egory as a coming of age" for the ultra
light community. Others will see it as a
"renaissance" in pilot certification and air
craft ownership that reflects the heights of
aviation in the 1930s and 1940s, when
simpler pilot training, proficiency, and
maintenance requirements matched the
simplicity of flying sought (and the simplic
ity of many forms of recreational flying to
day). Still others will see it as anew growth
area of "airborne sports opportunities" that
will be as accessible as other leisure activi
ties in a new economy and society.
EAA believes that the sport pilot/light
sport aircraft notice of proposed rulemak
ing (NPRM) is all of these things. This pro
posal should create an opportunity for
increased flight activity and aircraft owner
ship- a good thing for all of aviation. A
separate, but critical, element is that these
regulatory changes should improve public
confidence in the government oversight of
recreational flying.
It's important for all of us to carefully re
view the NPRM and to reinforce the gov
ernment's plan to contribute to general avi
ation's vitality. Before you comment, be
sure to read "How to Comment." If you
have any questions about the NPRM,
check EAA's sport pilot website at
www.sportpilot.org.
- Tom Poberezny, President
1

Ma rch 2 002

Federal Register Publishes Sport Pilot NPRM

n February 5,2002, the

Federal Register published

the FAA's sport pilot

notice of proposed rulemaking
(NPRM), which is officially
titled, "Certification of Aircraft
and Airmen for the Operation of
Light-Sport Aircraft." Publication
officially opened the 90-day
comment period, which will end
on May 6, 2002.
This EAA Sport Pilot newsletter

summarizes the NPRM. To read

the proposal itself, you can down
load a copy from EAA's sport pilot
website at www.sportpilot.org.To
get a printed (hardcopy) NPRM,
call the FAA at 202/267-9680 and
request a copy using the docket
number: FAA-2001-11133. The
next issue of the EAA Sport Pilot
newsletter will contain EAA's
detailed analYSiS, comments, and
suggestions on the NPRM.

Five Ways This NPRM Affects You

THE SPORT PILOT NPRM IS A COMPREHENSIVE PROPOSAL THAT ENCOMPASSES THREE
new rules: a new pilot certificate (sport pilot), a new aircraft category
(light-sport aircraft), and new maintenance procedures. To make it easier
to understand, we've individually summarized its components: pilot certi
fication, instructor certification, aircraft certification, maintenance certifi
cation, and changes to other regulations .
The NPRM does not change Federal Aviation Regulation FAR Part 103
ultralight rules in any way, and it does not change the existing amateur
built experimental aircraft rules or the requirements for the repairman
certificate for this aircraft category.
When reading the summaries (and NPRM itself), pay close attention to
words like do, do not, and, 01~ will, and will not because they are important
to understanding the subject being addressed.
If you have questions about the sport pilot proposal or this summary,

vvvvvv.sportp ilot.org

first check the EAA and FAA websites' frequently asked questions
(FAQs) at www.sportpilot.org and

increases the opportunities to

become an aircraft owner.
This NPRM is innovative because
www.faa.govlavrlafslsportpilot/faq.cfm. FAA advisory circulars and accepted
If don't find an answer to your
industry standards replace some
question, contact EAA's Aviation
regulatory requirements. Making
Information Services at 920/426
new rules takes time; providing the
necessary information through ad
4821 or e-mail: infoserv@eaa.org.
visory circulars allows the FAA and
This NPRM has the potential to
significantly increase people's
industry to devise and institute the
details quickly and effectively, en
access to recreational aviation
because it reduces the time and
suring safety and efficiency.
For example, the new light-sport
money it takes to earn a pilot cer
tificate while maintaining an
aircraft category gives manufacturers
"'-"'J""r;.;::~
o n;,;;a;.;.;;;...;.;;
te le,-,v..;:;l
e.;. . ;.;.f
o.;. . "";;.;;
saf;.;.
e;J"'.;"1t
.;:.;;..;a;;;;l.;;.;"--_--.;:.;:.;
so
the;...o= Jc..=rtuni!Y:
= = to desi ,build,
~

Airplane (single-engine only)

Glider
~ Lighter-than-air (balloon and
airship)
~ Rotorcraft (gyro plane only)
~ Powered parachute
~ Weight-shift controlled (trikes)
Sport pilots can fly cross-coun
try, and they can share their oper
ating expenses with their passenger
(they can carry only one at a time).
With training and a logbook
endorsement sport pilots can fly in
Class B, C, and D airspace. They
cannot fly for compensation or
hire, at night, in Class-A airspace,
or above 10,000 feet mean sea
level. [Section 71, 73]
Medical Certificate Options
To fly powered aircraft, sport pilots
~

Pilot Certification
WH AT IT TAKES TO ENJOY SPORT PILOT

privileges depends on whether you

have any previous flying experi
ence. To avoid confusion, we'll
summarize the sport pilot privileges
and limitations, and then address
the requirements for newcomers
and those with previous experi
ence.
Sport pilot's eligibility require
ments apply to everyone. You must
be able to read, write, and under
stand the English language and be
at least 17 years old to fly powered
aircraft and at least 16 to fly
engineless aircraft. [Section 3]
Sport Pilot Privileges-Sport
pilot certificates do not expire and
sport pilots can only fly in day
visual-flight-rules conditions. With
the appropriate training, sport
pilots can fly any of the following
aircraft types if they meet the defi
nition of a light-sport aircraft (see
"Aircraft Certification "):
vvvvvv.sportpilot.org

and sell completed aircraft that meet

industry consensus standards of con
struction, inspection, and safety, not
expensive type and production cer
tificate requirements. These consen
sus standards have not yet been writ
ten, so they are not in the NPRM.
Remember, the sport pilot NPRM
is a proposal, and you are encour
aged to submit thoughtful sugges
tions about how FAA can improve
it (see "How to Comment"). To link
this summary with the NPRM,
we've included the applicable sec
tion numbers.
(and student sport pilots) must
hold either a current and valid U.S.
driver's license or an FAA medical
certificate and comply with all list
ed restrictions, such as "must wear
glasses or contacts. Pilots who fly
gliders and balloons do not need
any form of medical certification.
[Section IS, 17]
All pilots must adhere to FAR
61.53, "Prohibition on Operations
During Medical Deficiency," which
prohibits pilots from flying as pilot
in command whenever they know
or have reason to know of any
medical condition, or are taking
medication or receiving treatment
for a medical condition, that
would prevent them from having a
safe flight.
II

New Pilots
To earn a sport pilot certificate peo
ple without any piloting experience
must meet the age and language
requirements and get the required
training.
Student Pilot Certificate-You
need a student certificate, and the
minimum age is 16 for a powered
aircraft and 14 for gliders and bal
loons. If you have a valid driver's
license or medical certificate you
may obtain a student certificate from
an FAA Flight Standards District
Office (FSDO) or a deSignated pilot
examiner (DPE). [Section 31, 33]
Sport Pilot Training-To earn a
sport pilot certificate, students
must get the reqUired ground and
flight training for the type of air
craft they want to fly (airplane,
trike, powered parachute, etc.) and
pass a knowledge test and a practi
cal test.
The knowledge test assesses your
knowledge of such required subjects
as navigation, weather, decision
making, and regulations, and you
acquire this knowledge through a
home-study course or a ground
school. [Section 51] The practical
test is your checkride, where you
demonstrate your flying ability to a
deSignated pilot examiner by flying
the maneuvers called for in the FAA
practical test standards.
Required pilot skills depend on
the type of aircraft you want to fly,
but they include everything neces
sary to have a safe flight . All sport
pilot training counts toward higher
pilot certificates and ratings.
[Section 175]
Sport pilots learning to fly pow
ered aircraft (airplane, weight-shift,
powered parachute, gyroplane, and
airship) must receive a minimum of
20 hours of flight training, includ
ing two hours of cross-country
training, five hours of solo flight,
and a solo cross-country flight.
Those learning to fly a balloon
must have at least seven hours of
flight training, including two hours
3

March 2002

of cross-country
training and a solo
cross-coun try
flight.
Sport pilots
learning to fly a
glider must have at
least 10 hours of
training, with two
hours of solo flight
time. If glider stu
dents have at least
20 hours of pow
ered airplane expe
rience, they can
add a glider rating
with a minimum of
three hours of
training, to include
at least one hour of
solo flight. [Section
55]
Unlike other FAA
pilot certificates,
the sport pilot cer
tificate will not list the aircraft cate
gory and classes you're rated to fly.
Your pilot logbook will record this
information through the endorse
ments of the instructors and exam
iners who trained and tested you.
[Section 61] .
To fly a new category of aircraft
you must acquire the required
knowledge, training, and experi
ence from a qualified instructor. To
earn the logbook endorsement that
allows you to fly the new category,
when you finish training you must
demonstrate your proficiency to an
instructor who did not train you.
[Section 63]
Sport pilots must also have log
book endorsements to fly different
makes and models of sport-pilot
eligible aircraft (any aircraft that
meets the definition of a light-sport
aircraft). And they must carry their
logbook (or copies of the necessary
endorsements) on every flight.
[Section 67]
Prior Pilot Experience
People who have prior piloting
experience flying ultralights or as

private pilots (or higher) have dif

ferent ways to enjoy sport pilot
privileges because their experience
counts. The avenues are different
for ultralight fliers and those who
hold an FAA pilot certificate, so
we'll address them separately to
avoid confusion.
FAA Certificated Pilots-Private
pilots or higher with a current
medical certificate and flight review
can fly any light-sport aircraft in
the categories and classes for which
they are rated.
Private pilots or higher who
want to exercise sport pilot privileges
do not need to earn a sport pilot
certificate to fly a sport pilot-eligi
ble aircraft in the same category
and class they are rated for, such as
airplane single-engine land. If you
have not flown the sport-pilot eligi
ble aircraft as the pilot in com
mand, you'll need training in and
the instructor's logbook endorse
ment for that make and model.
[Section 911
Private pilots or higher with a
lapsed flight review and/or medical
certificate who want to exercise
vvvvvv.spo rtp ilot. o rg

sport pilot privileges must have

you will receive a sport pUot certifi
either a valid driver's license or FAA cate. [Section 91]
medical certificate, and get a flight
Ultralight Pilots-The NPRM
review. You can take the flight
does not change FAR Part 103 .
review in the sport-pilot eligible air Ultralight pilots who want a sport
craft you want to fly, and this ful
pilot certificate must be at least
fills the requirement for the make
17 years old, have either a valid
and-model endorsement. [Section
driver's license or FAA medical
15, 91, 193]
certificate, and pass the required
If you want to fly a light-sport
knowledge and practical tests.
aircraft category not on your pri
[Section 93]
vate pilot certificate, like a powered
If you're an ultralight pilot regis
parachute, you must meet the same tered with an FAA-recognized ultra
training and testing requirements
light pilot registration program
for these aircraft as pilots with no
(EAA, USUA, ASC), your logged
l)2ri r eX)2erience, and in this c""a""se" ..._-"fi""i,g ht time will fulfill or count

toward sport pilot requirements for

the same aircraft category.
For their ultralight experience to
count, registered ultralight pilots
must apply for a sport pilot certifi
cate within 24 months from the
effective date of the final rule and
present a notarized copy of their
ultralight pilot records from the
FAA-recognized program.
If you are not a registered ultralight
pilot, and you do not register within
the 24-month grace period, you
receive no credit for your previous
experience and must meet all the
training and ex~rience requirements.

rience requirements and pass a

practical test in the category in
which they want to teach,
Airplane and weight-shift air
craft require at least 150 hours of
pilot time that includes 100 hours
pilot in command (PIC) in powered
aircraft, 50 hours in the desired cate
gory, 25 hours cross-country, 10
hours cross-country in category, and
15 hours as PIC in a sport-pilot eligi

hours, to include 100 powered PIC,

50 gyroplane, 10 cross-country, 3
gyroplane cross-country, and 15 PIC
in a sport pilot-eligible gyroplane.
Glider requires 25 glider PIC,
100 glider flights, and 15 PIC
flights in a sport pilot-eligible glid
er; or 100 powered pilot time, 20
glider flights, and 15 prc flights in
a sport pilot-eligible glider.
Balloon requires 35 prc, to

ble aircraft in the desired category.

Powered parachutes require 100
hours pilot time, to include 75 pow
ered PIC, 50 powered parachute, 15
cross-country, 5 powered parachute
cross-country, and 15 PIC in a sport
pilot-eligible powered parachute.
Gyroplane requires 125 pilot

include 20 hours balloon, 10 bal

loon flights, and 5 PIC flights in a
sport pilot-eligible balloon.
Airship requires 100 hours pilot
time, to include 40 airship, 20 air
ship PIC, 10 cross-country, 5 air
ship cross-country, and 15 PIC in a
sport pilot-eligible airship.

Instructor

Certification

TH E SUCC ESS OF TH E 'EW PILOT CERTIFI

cate hinges on the creation and

activation of sport pilot instructors
(SPls) and designated sport pilot
examiners (SPEs). To teach in pow
ered aircraft, sport pilot instructors
must be at least 18 years old, have
either a valid driver's license or cur
rent FAA medical certificate, and
hold at least a sport pilot or private
pilot certificate. SPls do not need a
commercial pilot certificate or an
instrument rating. [Section 3, Ill]
New sport pilot instructors
must learn about-and pass a
knowledge test on-the funda
mentals of instruction (FOI) and
the aeronautical knowledge appli
cable to the light-sport aircraft cat
egory they plan to teach in.
[Section 119] And they must meet
the applicable minimum flight
proficiency and aeronautical expe
www.sportpilot.org

CFls need not show any further

proficiency for sport pilot teach ing
privileges in the categories and
classes listed on their instructor cer
tificate. They must log five hours
PIC in the make and model light
sport aircraft they will teach in and
have a logbook endorsement stat
ing their proficiency in that make
and model.
To teach in a category they're
not rated for, such as powered para
chute or weight-shift, CFIs must
meet the applicable aeronautical
training and experience require
ments and logbook endorsements.
[Section 151]
Registered ultralight instructors
have 36 months from the date of
the sport pilot fina l rule's effective
date to apply their experien ce to a
sport pilot instructor certificate.
hey must hold at least a sport pilot
or rivate ilot certificate be 18

Aircraft

Certification

THE NPRM CREATES ANEW AIRCRAFT

category-light-sport aircraft
(LSA)-and two associated airwor
thiness certificates. But sport pilots
(and students) can fly any aircraft
that meets the LSA requirements
regardless of the airworthiness cer
tificate it carries-amateur-built
experimental, primary category, or
standard category (type-certificat
ed) . There is no need-or advan
tage-to change the airworthiness
certificate of these aircraft.
The two new airworthiness cer
tificates are special light-sport air5

March 2002

years old, have either a valid dri

cross-country flight time require
ver's license or current FAA medical
ments. [Section 153]
Grou n d instructo rs with basic
certificate, and pass the sport pi lot
knowledge and practical tests.
or advanced ratings can provide
When ultralight instructors
ground instruction to sport pilots
apply for an SPI certificate they
without further training. [Section
must present a notarized copy of
213,215]
their ultralight pilot records from
Design a t ed sport p ilot exam
iners (SPEs) wi ll be the individu
an FAA-recognized ultralight pro
gram (EAA, USUA, ASC). If these
als who endorse the logbooks of
documents are in order, ultralight
new sport pilots and SP Is. Initially
instructors do not need to meet
the FAA will draw SPEs from the
ranks of the current and qualified
the SPI's aeronautical knowledge
and flight proficiency require
ultralight flight instructor examin
ers who belong to an FAA-recog
ments. They must take the FO!
nized ultra li ght organization (EAA,
test if they have not already
passed the FAA or an FAA-recog
ASC, USUA).
nized fundamenta ls of instruction
Current FAA deSignated pilot
test
examiners with experience in sport
Ultralight in structors m ust
pilot-eligible aircraft will have an
m eet m inimum category-specific
opportunity to extend their author
flight time requirem ents, but they
ity in accordance with FAR Part 183
do not need to meet the PIC,
and other FAA guidelines not yet
time-in-aircraft cat egor y~
a :.:.d
;:::.-._~-.::;:
d..::.....,
evelo ed. ~__
craft (special-LSA) and experimen
tal light-sport aircraft (experimen
tal-LSA). IFAR 21, Section 186, 191]
To earn them, aircraft must meet
these requirements:
~ Maximum gross takeoff
weight: 1,232 pounds or less
~ Lighter-than-air maximum
gross weight: 660 pounds or less
~ Maximum stall speed-land
ing configuration (Vso): 39 knots
or less
~ Maximum sta ll speed-with
out using lift-enhancement devices
(Vs1): 44 knots or less
~ Maximum speed in level
flight with maximum continuous
power (Vh): 115 knots
~ Two-place maximum (pilot
and one passenger)
~ Single, non-turbine engine
only
~ Fixed or ground-adjustable
propeJler
~ Unpressurized cabin
~ Fixed landing gear
~ Seaplanes may have reposi
tionable landing gear for
amphibiOUS operation.
The special light-sport airwor

th iness certificate applies only to

new factory-built, ready-to-fly air

craft designed and produced to
industry "consensus standards,"
which have not yet been written.
Sport pilots can rent and train in
special-LSA, and owners must fo l
low prescribed maintenance
requirements (see "Maintenance
Certification ").
The experimental light-sport air
craft category encompasses a n um
ber of existing aircraft and new LSA
kits. Sport pilots can fly experimen
tal-LSA for recreation and non
compensated flight train ing, and
owners must follow maintenance

www.sportpilot.org

requirements similar to amateur

built experimental aircraft.
Existing aircraft that qualify for
the experimental-LSA certificate
include ultralight trainers and vehi
cles that do not meet the ultralight
weight, fuel, and speed require
ments in FAR Part 103. Owners of
these aircraft will have 24 months

from the final rule's effective date

to apply for-and 36 months to
obtain-an experimentaI-LSA air
worthiness certificate.
The NPRM stipulates that ultra
light trainers registered with an
FAA-approved program (EAA,
USUA, ASC) may be used for com
ensated for hire fli ht rainin

for up to 36 months after the final

rule takes effect.
New experimental-LSA kits need
not meet the amateur-built experi
mental aircraft's "5 I-percent rule,"
but kit LSA must be designed and
produced in accordance with (yet
to-be-defined) industry consensus
standard.

demonstrate the skills necessary to

assess the airworthiness of a light
sport aircraft.
Tasks they could perform would
be listed in the operating limita
tions and manufacturer's mainte
nance instructions. Repairmen
would require additional approved
training to perform a major repair.
Repainnan Certificate:
Inspection-Owners of an experi
mental LSA must hold this certificate
and rating to perform the required
annual condition inspections on
their aircraft. Because they need not
build the major portion of their LSA,
they must complete an approved 16
hour make-and-model training
course to acquire the knowledge nec
essary to inspect their aircraft's air
worthiness. And they may only
inspect the aircraft they own.

Special and experimental LSA have

their own maintenance require
ments. In addition to the appropri
ately certificated repairmen, FAA
certificated airframe and power
plant mechanics and FAA-approved
repair stations can maintain and
inspect light-sport aircraft.
Special light-sport aircraft must
be maintained by a repairman with
a maintenance rating, and its oper
ating limitations will spell out its
maintenance and annual condition
inspection requirements. Special
LSA used in flight training must
undergo a manufacturer-specified
inspection every 100 hours.
The FAA will not issue airworthi
ness directives (ADs) for special-LSA.
Instead, manufacturers must moni
tor in-service safety/reliability and

Maintenance

Certification

THE NPRM BREAKS NEW GROUND BY

outlining light-sport aircraft (LSA)
maintenance and inspection
requirements in FAR Part 91 and in
the individual aircraft's operating
limitations instead of FAR Part 43,
which regulates the maintenance
on other aircraft.
With the appropriate repairman
certificates and training, sport
pilots will be able to maintain
and/or inspect experimental and
special light-sport aircraft depend
ing on the certi ficate type and the
manufacturer's maintenance
instructions. Accompanyi ng these
privileges are two new ratings for
the FAA repairman certificate
maintenance and inspection.
Applicants for them must be at
least 18 years old, read, write, and
speak English, and be a U.S. citizen .
Repairman Certificate:
Maintenance-Individuals who
hold this certificate and rating will
be able to maintain and inspect
special light-sport aircraft, includ
ing those they do not own. They
must complete an approved 80
hour training course and be able to
www.sportpilot.org

Maintenance Requirements

remedy safety issues with safety-of

flight notices. Owners must comply
with and correct any manufacturer
specified safety-of-flight issue.
In the preamble the FAA said
owners could perform preventive
maintenance on their special-LSA,
but EAA cannot find the regulatory
basis for this in the NPRM. The FAA

in the aircraft operating limitations.

EAA will include this point in its
comments on the NPRM.
Experimental light-sport aircraft
can be maintained by the owner
according to the requirements
spelled out in the aircraft's operating
limitations. Owners will need a
repairman certificate with an inspec
tion rating to ~rform the reguired

Check Out the

Sport Pilot

Website

Continuous
updates regarding
Sport Pilot are
available via EAA's
Sport Pilot web

site-www.sport
pi/ot.org. An elec
tronic version of
this newsletter is
available for
downloading at
that site.
Permission to
download and dis
tribute is not
required .
7

March 2002

Changes to Other
Regulations
THE NPRM INCLUDES CHANGES TO REGULA
tions affected or influenced by sport
pilot, and most of them are in Part 61.

annual condition inspection. When

owners apply for their experimental
LSA airworthiness certificates, they
must give the inspector a copy of the
manufacturer's maintenance and
inspection instructions and require
ments. It's likely that the aircraft
operating limitations will require
owners to follow these instructions
and reguirements.

First, the defin ition of "cross-country"

will include the sport-pilot distances for
the respective aircraft categories.
Second, like sport pilots, recreational
pi lots will be able to fly in Class B, C, and
D airspace with a passenger after they
have received training and logbook
endorsemen ts.
Third, private pilots will have two new
category ratings-powered parachute and
weight-shift control. The weight-shift class
includes land and sea classes, but not pow
ered parachute. EAA will be following up
with the FAA on this issue as there are
amphibious powered parachutes. The
flight proficiency requirements for these
two new category ratings will be estab
lished in FAR 61.107, and the aeronautical
experience requirements will be estab
lished in FAR 61.109.
vvvvvv.sportpilot.org

How to Comment on the NPRM

he FAA will accept com

ments on the "Certification
of Aircraft and Airmen for
the Operation of Light-Sport
Aircraft" NPRM FAA-2001-11133,
until May 6, 2002. Given the com
plexity of this NPRM, the FAA
anticipates a significant number of
comments, and the FAA must read
and categorize each one after the
comment period closes. To stream
line this review and ensure that the
FAA hears your comments, EAA
offers these guidelines. Before you
submit your comments .. .
>- Read the EAA summary, the
upcoming EAA analysis, and the
NPRM carefully
>- Discuss the NPRM at your
Chapter meeting and at the air
port.

www.sportpilot.org

When you write your com

ments.. .
>- Be reasonable and rational.
Avoid emotional or unsupported
statements.
>- Identify the NPRM section
you are commenting on.
>- Be factual and suggest
changes and/ or improvements.
>- Be brief and to the point.
Compose your own letter. Form
letters are ineffective; this is not a
numbers game. The FAA wants
unique and useful comments . Your
comments must include the dock
et number, your name, address,
and phone number/ e-mail address
(so the FAA can contact you if
necessary).
To make commenting easier, go
to the EAA sport pilot website at
WWw.sportpilot.org and click the

link to the online form and make

your comments. EAA will convey
these comments directly to the
Docket Office. You may also submit
comments through the Docket
website at http://dms.dot.gov.
You can also submit comments
by mail, but remember that postal
service in Washington, D.C., has
not fully recovered from the
anthrax contamination problems,
so your letter may not arrive by
the deadline. Send two copies of
your comments to Docket
Management System, U.S.
Department of Transportation,
Room Plaza 401, 400 7th St., SW,
Washington, DC 20590-0001. You
may fax one copy of your com
ments to the Docket Office at
202/ 493-2251.

The Bates family with their Sky Rod Stearman . Dave and Peggy have watched
their three children, David, John, and Anne, grow as the Stearman was built
up over a 16-year period.

taken less than two days.

"Two days came and went. Then
three. Pretty soon, he had been gone a
week, and we hadn 't heard a word.
Then his wife started calling me want
ing to know where he was. We were
all getting pretty worried," Dave says.
"Then he finally called in. He was
okay. The airplane was okay. He said
he was just taking a little vacation
on the way and stopped to see a
friend or two. I didn't bother asking
if he knew how to use a telephone.
But, that's John," Dave says.
The airplane was a typical, 100
percent complete and functioning,
4S0-hp Stearman duster, and it had
many of the modifications that typi
fied the breed. This included a big

hopper where the front seat should

hav e been. When Stearmans were
converted into dusters/sprayers,
owners removed anything having to
~_... do with the front pas
senger (stick, seats,
instrument panel, and
more) to make the hopper
as large as practical. Tradi
tionally, they removed a
number of pieces of tubing as
well. This wouldn't be a problem
except that by the time most Stear
mans were retired, lots of chemicals
had been spilled into the front pit
area while the hopper was being
filled . This meant that most hard
working Stearmans had a fair amount
of corrosion in the front pit area.
Dave's airplane was no exception. The
front pit reqUired a lot of clean up,
and a bunch of tubing had to be re
placed. Then he had to find all of the
right aeronautical goodies, for exam
ple, a seat, instrument panel , and
more, to make it habitable by a pas
senger. Fortunately, at the time
Stearman parts were still plentiful.
"When I got th e airplane, the
fuselage fabric had been replaced by
special fiberglass panels that dupli
cated the stringer lines. Since my
primary goal was to have a flying
airplane, not a show winner, I just
gave the airplane a light going over,
a 'shave and a haircut,' and I left the
fiberglass in place," he says.
"Even though I wasn't doing a to
tal restoration, just replacing all of

the bearings, re-covering the wings,

and making everything right took
over three years. I don't think I knew

VINTAGE AIRPLANE

17

In addition to the 16 years Dave and

Peggy Bates spent restoring their Stear
man, a number of well-known aviation
names also added their expertise to the
effort. Jim Younkin did the sheet metal
work, and Tom Brown served as the AI
on the program-he also covered the
airframe. When the biplane was com
pleted, Forrest Lovely rigged it, an effort
complemented upon by antiquer John
Turgyan, who flew the Bates Sky Rod for
our air-to-air photographs.

The cockpit was crafted to maintain

the vintage feel of a Stearman, with
out details and doodads that would
be distracting.

how big a project it was when I

started," he grins.
The original engine had only 400
hours on it, but Dave says, "It wasn't
very pretty, so I spent a lot of time de
tailing it. It ran great, however."
At the time Dave was 24 years old,
and he earned his pilot'S certificate in
a Cessna lS2 before getting into a J-3
with John Hatz. That's when Dave
says he learned how to fly. By the
time the Stearman was ready to roll,
Dave had a grand total of S2 hours.
He then strapped on the Stearman,
with John Hatz as the check pilot, and
learned to do something he'd been
dreaming about for years-fly his own
biplane. So, there he was, a happy
young man in his freshly rehabbed
Stearman looking for adventure and,
although he didn't know it at the
18

MARCH 2002

time, his future mate.

The scene at Uncle Miltie's disco
happened the same year Dave bought
the Stearman, and the very fact that
Peggy showed interest in the by-then
disassembled Stearman indicated
what the future held for the two of
them. She hung in there with him
during the rebuilding process and was
one of Dave's first passengers after he
checked out in it. The lithe co-restorer
installed many fittings and bolts.
In 1981, Dave took the airplane to
its first Oshkosh still wearing its
fiberglass fuselage skin. It made it to
the next couple of Oshkosh fly-ins,
but 1983 would be its last EAA con
vention for more than 16 years. That
same year Dave was taking Peggy for
a plane ride, and with no warning,
he asked her to marry him over the
intercom. She said yes (obviously).
They got married (Dave buzzed the
church in the you-know-what), set
up house, started a family, and began
the long restoration/modification of
their Stearman. It would grow along
with the family, which eventually
numbered three children.
Dave had always wanted to re
store their airplane, but at the same
time, the old hot rodder in him
wanted something a little different.
He wanted it to stand out in a crowd,
but he wanted the difference to run
deeper than the paint job. The air
plane had to have a shape and
character all its own.
"The most obvious change to the
airplane's lines," Dave pOints out, "is
the rudder, which is similar to the
4E Stearman. The rest of the
changes, however, weren't taken
from any specific airplane. In fact,

some came from the guys we asked

to help us. At the same time we had
to keep the legalities in mind be
cause any modification we did
would have to be run through the
FAA and certified.
"For most of the changes, we just
looked around and tried to get a feel
for what it is that makes particular
airplanes look the way they do, and
we put together a list of possible
changes. Along the way, each of
those who helped us out contributed
their own thoughts on the subject.
"We went to Jim Younkin for most
of the sheet metal work, and he
thought it would be a good idea to
shrink the size of the firewall slightly.
Then we ran the top fuselage line
gradually uphill to the windshield .
We changed the side stringers to get
rid of the typical Stearman rounded
look and flattened the shape out to
came up with an old-timey slab
sided fuselage. Younkin carried the
theme even further by making new
dishpan cowlings that flowed down
into the engine compartment."
Dave sold the original wings and
had Ed Sampson build him new
ones so they could work some subtle
changes into the original design.
"We eliminated the straps on the
top of the fuel tank to clean them
up," Bates says. "At the same time,
however, we added exposed and var
nished oak stiffeners on the bottom,
which we thought was a very Waco
type of detail."
Dave carried the concept of mak
ing everything a little different so far
that he swapped the gear around ,
putting the scissors links on the back
of the gear legs rather than the front,

and mounted a set of Younkin-made

Mr. Mulligan wheel pants. The pants
hide a set of lO-inch wheels and tires
mounted on Ag-Cat axles.
"The engine was running good,
but we decided it was time to do it
right, so we had Bob Younkin build
up a new engine for us, and I do
mean new," Dave says. "Everything
in the engine is new old stock (NOS),
except for the crankshaft and the
nose case. We hung a Hydromatic
prop up front and made a dual ex
haust system using parts from a
French Broussard. The spinner blank
was made for us by Spindustries in
Lake Geneva, Wisconsin."
As a duster, the airplane had been
in the "restricted" category. After the
first semi-restoration, Dave got it put
into the "air show/exhibition" cate
gory. What he wanted, however, was
to get it into the "standard/aero
batic" category. This task fell to Tom
Brown as the A.I. to get the paper
work ironed out. To change the
category, the airplane, among other
things, had to have a Serv Aero mo
tor mount installed. By the time
they got the airplane into the new
category, they had certificated 24 de
viations on the Serv Aero STC.
When it came time to paint the
airplane, Peggy, a professional art di
rector, applied her graphics skill to
the paint scheme while John Hatz
suggested the color combination.
Blowing the paint on fell to John
Colton of Northfield, Minnesota,
and Dave is quick to point out that
the paint has not been buffed. What
you see is what came right out of the
gun. "John used a DeVilbiss gun
with a 9000 tip that literally 'shat
ters' the paint and eliminates orange
peel while saving the gloss. It uses 30
percent more paint, but it really
works. John paints a lot of street rods
using this technique."
Some projects take longer than
others. This one took 16 years. Dur
ing that time, the Bates family has
seen their kids become teenagers.
Dave has gone from a mechanic to a
manager, and the co-owners of the
Stearman, Peggy and Dave Bates,

Simple Control Lock

In the front cockpit of the Bates' Stearman a clever control lock is
installed on the cross tube. To store the lock and ensure it doesn't
accidentally foul the controls, it is swung up under the instrument
panel and secured in place using a quick-release fastener. (In this
case, a "Pip pin" is used.) A
thumbscrew could also be em
ployed. In either case, the method
to keep the lock out of the way
must be positive and secure.
To lock the controls the screw is
loosened, and the lock's cup is
flipped over the top of the control
stick, immobilizing the stick. No
padded blocks to scratch the fin
ish or clutter up the precious
baggage space, and no bungee
cords to snap and rap you on the
knuckles.
You may wish to paint the pivot
ing portion of the lock a bright,
contrasting color to make it even
more obvious when it is in use.

have seen their airplane go through

two incarnations-from duster to
fun-flyer and from fun-flyer to beau
tifully detailed "sky rod," as Jim
Younkin calls it. Was it worth it? You
only have to look at their faces as
they climb out of the airplane and
answer questions for the ever-present
crowd. The most common question
is, "I thought it was a Stearman, but
now I'm not sure. What is it?"
The answer is easy. It's the Bates'
Sky Rod.
.....

Company Guide
Spindustries
1301 La Salle St.
Lake Geneva, WI 53147
Phone:

2621248-6601

Fax: 2621248-1277
Serv Aero Engineering Inc.
37 Mortensen Ave.
Salinas, CA 93905-3394
Phone: 8311422-7866
VINTAGE AIRPLANE

19

WHAT OUR MEMBERS ARE RESTORING

BY H.G. FRAUTSCHY

AERONCA GRASSHOPPER

Don Gibson, El Paso, Texas, has just completed the

restoration of this 1942 Aeronca O-S8B-L3C Defender. Don
says he started with a pile of scrap found in a barn in Akela,
New Mexico, and that it flew hands-off in perfect trim on
its first flight. After upgrading the Aeronca with a C8S-12F
Continental engine, Don also installed a communications
radio, an encoder and transponder, and an additiona l 12
gallon wing tank. He covered the airplane using th e
Poly-Fiber system, and is very pleased with the results.
Don would like to thank retired Aeronca service engi
neer John Houser, who supplied the drawings for the
restoration. He says that without John's help, the project
would have "stalled out."

STINSON 108-1

It looks a bit damp near Jasonville, Indiana, but

Graydon Napier seems quite pleased with the two and

one-half year restoration of his 1946 Stinson. Powered
by a lS0-hp Franklin, the total time on the airplane in
this photo was a remarkable 554.5 hours, probably
the lowest-time Stinson known. It had been sitting in
a hangar since 1966, and it first flew again on March
14, 2001. It even has an ancient Hallicrafters CA-2 ra
dio installed. Graydon wanted us to mention his
gratitude to Kelly, Marc, Nick, Nichole Napier, Bill
Humphrey, Tom Thomas, Jason Fiscus, and Shawn
Vanhorn for their help and support.

TAYLORCRAFT BC-12D
Cary Rhodes, Cartersville, Georgia, also found himself a gem hiding under dust. His project was in pieces in the
corner of a hangar, but a fresh overhaul of the Continental A-6S and a new covering with Ceconite put it in great
shape, lookjng as good as it did the day it rolled out of the factory in 1946. Cary flies it "out of a grass strip, just as
she was intended."
20

MARCH 2002

THERAPY
Ken Harbison, Las Cruces, New Mexico, has dubbed his 450 hp
Stearman Th erapy, no doubt expressing the feeling many of us have
for the time we spend with airplanes! Grounded for nearly 20 years,
N450KH is a bright red labor of love, according to its happy owner
and pilot.

SEND Us A PHOTO OF YOUR PROJECT

All photographs must be sharp, with the main sub

ject in clear focus and properly exposed. We can't fix
photos that do not meet those two basic criteria. If
your photograph has problems like this, we simply
can't publish it . Here's our list of acceptable photo
graph formats, in order of preference:
A. 35 mm slides on 100 ASA or lower film
B. 4-by-6-inch or larger prints from 35 mm or larger
negatives
C. Digital photographs-The digital file directly
from the camera should support a file that is 300 dpi
at a photo size of 4-by-6 inches. Please see our digital
photo requirements by logging on to our website :
www. vintageaircra{t.org/news/index.html.
To help you take a great picture of your airplane,
here are some tips to make it look its best:
1. Shoot your photos early in the morning or later
in the day. Our favorite times are during the "golden
hour" after sunrise or before sunset. Avoid midday, as
the harsh shadows of noontime sun can obscure de
tails . Keep the sunlight on the nose and side of the
airplane. Facing the sun at about a 45-degree angle
seems to work well.

2. Clean the airplane. Even a coating of dust can

make it look drab.
3. Put away any accessories such as fueling steps or
ladders. Keep the background clean. When you're
shooting the airplane, avoid including other objects or
people. Be mindful of background landscape items
such as airport antennae or control towers-in a
photo, they can appear to grow from your airplane.
The same holds true for people standing behind the
airplane-your fuselage may sprout feet!
4. Keep the horizon level in the viewfinder.
5. Use a separate shot if you want to highlight peo
ple . If a person is next to the airplane, please don't
show him or her leaning on the prop.
6. Don't have the engine running with no one in
the cockpit!
7. Take a number of photos, and send us a selection of
in-focus, properly exposed slides or prints. Send them to:

EAA

Vintage Airplane

P.O. Box 3086

Oshkosh, WI 54903-3086

E-mail: vintage@eaa.org

VINTAGE AIRPLANE

21

OTES

MAX ON VIKINGS:

Dope and fabric-covered airplanes

MAX SCHUERMANN

This article first appeared in Vol. 12, No. 1 of B-C Contact!

nyone who has been associated with an airplane

that contains wood and fabric in its structure
knows the importance of keeping water from en
tering and remaining inside that structure. Early on,
Bellanca Viking owners learn the importance of keeping
the fabric/paint cover on the airframe-and on the wings
in particular-in good condition. The fabric/paint cover is
the protective coating of the wood wing. Service Letter 87 A,
"Wing Inspection," tells you to inspect the entire exterior
surface for any type of damage that would allow water to
penetrate the fabric/paint barrier. The life of the wing will
be directly affected by the condition of its cover. If chips are
in the finish, they should be repaired. If dings penetrate the
fabric, the fabric should be patched. Some of these repairs
will fall under the definition of "Preventive Maintenance"
in FAR Part 43, and the aircraft owner can easily take care of
such repairs with a little preparation and planning.
The first question to be answered is if the repair falls
within the definition of "Preventive Maintenance." The FAR
states the patch cannot be of a size requiring rib stitching or
the removal of structural parts. Unless you have experience
in working with fabric, I would recommend restricting any
repair to small patches applied over holes or punctures no
larger than 1/2 inch. This type of repair can be handled with
a small round piece of fabric from 1 to 2 inches in diameter.
After the finish has been removed down to the clear dope
layer (l will discuss this process later), a patch can be at
tached with dope or fabric glue such as Super Seam aircraft
cement. The FAR also states that the repair, including re
painting, cannot involve a balanced control surface. Leave
the flight controls to the certificated mechanic.
The next step is to determine what type of fabric is on
the airplane. In theory, you should be able to check your
airframe logbook and find an entry telling you the color,
finish, and type of fabric that is installed. In reality, you are
22

MARCH

2002

more than likely going to have to figure it out for yourself.

Rather than discuss what should be on the airplane, we'll
just try to identify what is on the airplane. The easiest way
to determine the fabric type is by visual inspection . Most
aircraft are now covered with polyester fabric. Polyester fab
ric will usually have a bright white color and a very
uniform weave. If the fabric can be viewed from the back
side (i.e., inside the tail of the aircraft), STC (supplemental
type certificate) and type certificate stamps such as "Ce
conite 101" or "Stits D-I03" may be visible. Cotton fabric
will be more off-white in color, and it usually has smaller
threads than polyester fabric. Aircraft grade linen will have
even more of a tan color than cotton and will have regular
thread spacing. Any necessary patches should be of the
same type material. Generally speaking, about the only air
plane you can anticipate finding cotton or linen on in this
day and age would be a classic or antique that someone
wanted to keep in its origina l condition.
Now let's identify the finish. The main reason for this is
to help match the finish color. You could conduct a number
of scientific tests to determine the type finish. All we really
need to know to patch a small hole or touch up a chip on
the finish is if the finish coat (or top layer) is dope or
enamel. The most practical and easiest way to determine
this is a procedure called the "Solvent Solubility Test." That's
a fancy way of saying we are going to find out what makes
the paint soft. I highly recommend you do the test on a spot
that will be refinished or on a spot that is not visible (llike
to do it in the gear well, not in the middle of the wing).
Methyl ethyl ketone (MEK) has been a standard fin
ish solvent for the aviation industry for many years,
and as such, most tests are based on its effect. It is
available at most large paint stores. When you use it,
observe all the warnings!
Soak a wad of cotton in MEK and place it on the sur
face of the finish for three to five minutes. If the MEK has
no effect on the finish coat, then it is more than likely a

polyurethane finish. This means it will be necessary to

hand sand the paint down to the clear dope coat before
attaching a patch.
If the top finish wrinkles, as you would expect to see
with paint stripper, then the top finish is either synthetic
or acrylic enamel and will also need to be hand sanded
down to the clear dope before patching. If the finish is
soluble in MEK, then it is a dope finish coat, and MEK
will remove it all the way to the fabric. The reason for re
moving the enamel down to the clear dope is that a
patch will not bond to enamel. You need to have a dope
surface to assure a good patch bonding, whether you use
dope or glue.
No magic cure-all procedure or paint will guarantee a
totally invisible repair to your finish. The important items
will be how well the paint color matches and how much
effort you are willing to put into the process. If you have a
urethane finish coat but cannot identify the exact brand
and color, I recommend you go to a good paint store and
have them mix a matching color. Any good quality ure
thane will work just fine as you are only touching up a
small spot, not repainting the airplane. If your finish coat
is dope, I recommend you try to match the color with a
Randolph Finishes color chart. More than likely you will

ive the adventure and

Lromance of the early days

of flight with Will Turner,

pioneer avia tor, inCh ris
Davey's exciting new novel.
The Aviator's Appmntice. Will
earns his wings in Florida
before traveling to England to
prove himself as an officer in
the fledgling Royal Flying
Corps during the tumulruous opening weeks of
the First World War.
Find out more about Will Turner's Flight Logs
at t he companion Web site:
www.turner logs.com
Published by Luc ky Press and available at all

fine booksellers or call : 800-462-6420

ISBN: 0-9676050-3-2
448 pages
$18.95

E-ma il: books@luckypress.com

find the color. You may also find that Randolph has a ure
Will Turner's adventures continue with
thane that matches your color. When you order your
Turner's Flight (Available early 2002)
quart of clear dope and your quart of finish, also order a I ~~~~~~~~~~~~~~~~~~~~~~__
roll of 2-inch wide polyester finishing tape. It works great rfor making small patches.
We are now ready to fix a ding. Let's say our propeller
tossed a piece of gravel into the leading edge of the wing
and it chipped the paint and put a l/4-inch tear in the fab
ric. We would like to keep the repair area as small as possible
so it will be less conspicuous if the color match isn 't perfect.
Carefully hand sand the enamel top coat off in a 1/2-inch
Fly high with
radius around the tear. After the finish has been removed
quality Classic interior

down to the clear dope, cover the tear with a I-inch diame
ter piece of fabric. The I-inch patch should fit nicely into
Complete interior assemblies ready for installation
the I-inch sanded area. This patch can be bonded in place
Custom qualit y at econom ical pri ces.
with clear dope or fabric cement. Once the patch is bonded
Cushion upholstery sets
in place, build up the finish with clear dope until YOU are
Wall panel sets
satisfied with how smooth the area will be. Lightly sand and
Headliners
apply a finish coat.
Carpet sets
Baggage compartment sets
If that piece of gravel only chipped the finish coat, the re
Firewall covers
pair is much simpler. If the finish coat (color) is gone but
Seat slings
silver or clear dope is visible, all you need to do is carefully
sand the edges of the finish coat to get rid of the sharp edges
Free catalog of complete product line.
and apply a new coat. If the chipped place is 1/4-inch in di
Fabric
Selection Guide showing actual sample colors and
ameter or less, you may be able to fill in with the finish coat
styles of materials: $3.00.
without sanding at all.
Most importantly, keep the protective finish sealed
against moisture. A good repair and refinish will accomplish
that goal. Every Bellanca owner should own a roll of finish
259 Lower Morrisville Rd., Dept. VA
tape, a can of clear dope, and a can of finish paint. Just for
Fallsington , PA 19054 (215) 295-4115

the heck of it, include fabric inspection on the pre- and post
website: www.airtexinteriors.com

Fax: 800/394-1247
.......
flight inspections. It doesn't take but a minute.

airtexl;RODUCTS, INC.

VINTAGE AIRPLANE

23

--,~g;;",..,..~~. "'."'~

The {ollowing list o{ coming events is furnished to ollr readers as a

matter o{ in{ormation only and does not col1Stitute approval, sponsor
ship, involvement, control or direction of any event (fly-in, seminars,
fly market, etc.) listed. Please send the in{O/mation to fAA, Att: V!n
tage Airplane, P.O. Box 3086, Oshkosh, W I 54903-3086. Information
sholiid be received {ollr months prior to the event date.
MARCH 23-Forl Pierce, FL-EAA Ch. 908 Pancake Breakfast, 7-11 a.m.,
EAA Hangar, 5t. Lucie International Airport. Info: 561-464-0538 or 561
489-0420.
APRIL 20-Fort Pierce, FL-EAA Ch. 908 Pancake Breakfast, 7-1 1
a.m., EAA Ha ngar, 5t. Lucie International Airport. Info: 561-464
0538 or 561-489-0420.
MAY 3-5-Burlington, NC-VAA Ch . 3 Spring Fly-I n. Ala m ance
Cou n ty Airport. Info: 910-947-1853 or 252-225-0713
MAY 3-5-Cleveland, OH-18th Annua l Symposium of t h e
Society of Air Racing Historians. Sessions feat uring talks by
pilots, crew members and oth ers at th e Ho liday In n-Ai rpor t.
Info: Herman Scha u b, 440-234-230 1 or Don Berl iner, 703
548-0405.
MAY 4-Meridian, MS-EAA Ch. 986 Fly-In. Topton Air Esta tes.
Free BQ dinner 10 a.m. -2 p.m. Info: 601-693-1858 or

flddleross@msll.com .

MAY 4-5- Woodland, CA-8 th Annua l Grea t Valley Fly- In,

Watts-Wood land Airport (041). Judgi ng of antiq ues, classics,
and homebuilts. Pancake breakfasts, food vendo rs, raffle,
Young Eagles program. Info: 530-662-9631 or

www.woodlandaviation.com.

MIKE'S
HANGAR
is "Practicing
a Tradition"
We provide the f ollowing services:

>- Restorations
~

Paint and Fabric

Metalforming

Fabrication

Custom Building

Award W inning Restoratio ns

3811 River Road, Columbus IN 47203
812-375-1954 fax: 812-314-0954
e-mai l: mike@mikeshangar.com

Visit the Website: www.mikeshangar.com

24

MARCH

2002

MAY 4 -5-Dayton, OH-Ch. 48 Ann ual Funday Sunday

Regiona l Fly-In at Moraine AirPark (1-73). Camping, awards,
d isplays. In fo: 937-859-8967 or www.MoraineA irpark.com.
MAY 4 -5-Hendersunville, NC_12th Annual "Old Fashion" Air
Fair. Western North Carolina Air Museum. Fly-ins welcome. Old
and homebuilt ai rplanes, an tique cars, food. Rides in antique and
new ai rcraft. No admission charge. Info: 828-696-1071.
MAY 5-Rock{ord, IL-EAA Ch. 22 Fly-In/Drive-In Breakfast,
Greater Rfcl. Airport, Courtesy Aircraft Hangar. Info: 815-397-4995.
MAY 11- TOllghkenamon, PA-EAA Ch apter 240 Open House &
Hangar/Clubhouse Ded ication. 28 th Ann ua l F1y- In/Drive-In
season at New Garden Airport (N57), with pancake breakfast.
Young Eagles fl ig h ts. Admission free. Info: 215-761-3 191.
MAY I7- I9- Collimbia, CA-Gath er ing of Luscombes 2002,
26 t h a n nua l event. Aircraft judging, spot landing, flour
bombing competi tions, and mo re. Info: 559-888-2745; 619
482-8236, or www. /uscombe-c1a.org.
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 I9- Troy, OH-VAA Chapter 36 1st Annual Fly-I n
Barbeque at Waco Field. Info: 937-447-4145.
.
MAY I9- Romeoville, IL-EAA Ch. 15 Fly- In Breakfast at LeWIS
Romeoville Airport (LOT). Info: 630-243-8213.
MAY I9- Warwick, NY-EAA Ch. 501 Annua l Fly- In. Warwick
Aerodrome (N72). 10 a.m.-4 p.m. Registration for judging
closes at 2pm . Info: 212/620-0398.
MAY 24-25-Atchison, KS-36 th Annual Kansas City Area Fly
In, Ame li a Earhart Memorial Airport (K59). Info: 8 16-238
2161 o r 8 16-363-635 1, or jSllllens@kc.rr.com.
MAY 25-Zallesville, OH-EAA Ch. 425 Fly-I n!D rive- In
Breakfast. Riverside Airport. 8 a.m.-2 p.m. Breakfast all day,
lu nch items 11 a.m .-2 p.m . Fly Ma rket. Info : 740-454-0003.
MAY 26-Portage, WI-EAA Ch. 371 Fly- In Breakfast. 7 a.m.
Noon. Info: 608-742-3300.
MAY 3I-JUNE I -Bartlesville, OK-16 th Annua l Bip lane Expo
at Fra n k Ph illi ps Field. Foru ms, static disp lays, seminars,
exh ibits. All types of aircraft and ai rp la n e lovers are invited .
Biplane crews and NBA members adm itted free. Info:
Charlie 918-622-8400
JUNE I-Alliance, OH-Young Eagles & O ld Buzzards Day.
Barber Airport (201). EAA Ch. 82. 10 a.m.-5 p.m. Food &
fu n . Pilots and aircraft needed. Info: 330-823-1168 or

wwwfbarber@a llial1celil1k.com.
JUNE 2-Cheboygan, MI-EAA Ch. 560 w/ Great Lakes Air,
Annua l Fly/Drive-In - Steak O u t. St. Ignace, MI Airport.
Noon -4 p.m . In fo: 23 1-627-6409.
JUNE 2-DeKalb, IL-38 t h Annua l C h . 241 Fly-In . (DKB)
Breakfast 7 a.m.-Noon. Info: 847-888-2919.
JUNE 7-9-Reading, PA-Mid Atlantic Air Museum WWII
Commemorative Weekend, Mid Atlantic Air Museum. Tickets at
gate $13 adults, $5 ch ildren age 6-12. Special 3-days for $25.
Info: 410-997-7404 or [pierce@Avialol1tic.com or

www.maam.orglmedia.html.

EAA FLYIN SCHEDULE 2002

SUNI NFUN EAA flY-IN

VIRGINIA STATE EAA flY-IN

www.slm-n-fUlI.org

www.vaeaa.org

April 713, Lakeland, Fl.

September 78, Dinwiddie County Airport

EAA ROCKY MOUNTAIN REGIONAl

EAA EAST COAST FlYIN

www.greeleynet.com/eaaregional

www.eastcoastflyin.org

June2930, Longmont, CO

September 1315, Toughkenamon, PA

NORlllWEST EAA FlYIN

EAA SOUTHWEST REGIONAL FlYIN

www.nweaa.org

www.swrficom

July 1()'14, Arlington, WA

September 2728, Abilene, TX

EAA AlRVOOIJRE OSHKOSH

EAA SOUTHEAST REGIONAl flY-IN

www.airventllre.org

www.geocities.com/-serfi

July23-29, Oshkosh, WI

October 46, Evergreen, AL

EAA GOLDEN WEST REGIONAl FlYIN

COPPERSTATE EAA FlYIN

wwwgwfly-in.org

www.copperstate.org

September 6-8, Yuba County Airport (MRV)

October 1()'13, Phoenix, A1.

EAA MID-EASTERN FlYIN

4194471773 (telefax)

September 68, Marion, OH

JUNE 7-9- Gainesville, TX-Texas Ch.

SEPTEMBER 13-15-Watertown, WI

Antique Airplane Association hosting

its 39 th Annual Fly-In. Gainesville
Municipal Airport (GLE) Info: 817
429-5385; 817-468-1571.
JUNE 23-Niles, Ml-EAA Ch. 865
Annual Fly-In / Breakfast at Jerry Tyler
Municipal Airport (3TR), 7 till noon.
Info: 219-271-8533.
JULY 6- Rensselaer, TN-EAA Chapter
828 Fly-In at Jaspe r County Airport.
Ham & bea n lunch . Info: 219-866
558 7.
JULY 13- Toughkenamon, PA-EAA
Chapter 240, 28 th Annual Fly
In/ Drive-In Pancake Breakfast 8:00
a.m. at New Garden Airport (N57) .
Youn g Eagles' Rally. Admission free.
Info: 215-761 -3191
JUNE 13-16-St. Louis, MO-American
Waco Club Inc. Fly-In . Creve Coeur
Airport. Info: Phi l 616-624-6490 or
Jerry 317-535-8882.
JUNE 22-Waus eon, OH-Ch. 149
Annual Pancake Brea kfast Fly-In.
Fulto n County Airport (USE). Info:
419-636-5503 .
JUNE 20-23-Mason, MI-Erco upe
Reunion National Convention.
Mason-Jewe tt Airport (TEW).
Everyone welcome. Info: 810-231
3392 or mlrdunlap@yahoo.com.
JUNE 22-Zanesville, OH-EAA Ch. 425
Fly-In-Drive-In Breakfast. Riverside
Airport. 8am-2pm. Breakfast all day,
lunch items llam-2pm . Fly Market.
Info: 740-454-0003.
JUNE 27-30-Mr. Vernon, OH-43 rd
Annual Nat'l Waco Club Reunion.
Wynkoop Airport. Info: 937-866-6692
or WACOASO@aol.com.
JULY 5-7-Alliance, OH-Taylorcraft
Foundation, Taylorcraft Owner's Club
Fly-In & Reunion . Barber Airport
(2D1). Brea kfa st Sat. & Sun. by EAA
Ch. 82. Info 330-823-1168 or
www.taylorcraft.org.
JULY 13-Zanesville, OH-EAA Ch. 425
Fly-In/Drive-In Breakfast. PARR
Airpo rt. 8 a.m.-2 p .m . Breakfast all
day, lunch items 11 a.m.-2 p.m . Fly
Market. Info: 740-454-0003 .
AUGUST 4-Queen City, MO-15 th
Annual Watermelon Fly-In. Applegate
Airport. Info: 660-766-2644.
AUGUST 9-11-Alliance, OH-Ohio
Aeronta Aviators Fly-In and Breakfast.
Alliance-Barber Airport (201 ). Info:
216-932-3475 o r bwmatz@yahoo.com
or www.oaafly-in.com.
AUGUST 10-Toughkenamon, PA-EAA
Ch. 240, 28 th Annua l Fly-In / Drive-In
Pancake Breakfast. 8:00 a.m. New
Garden Airport (N57). Young Eagles'
Rally. Admission free. Info: 215-761
3191
A UGUST 23-25-Sussex, NI -Sussex
Airshow. Top performers. All types of
aircraft on displ ay. Info 973-875-73 37
or www.sussexairportinc.com.
AUGUST 31-Zanesville, OH-EAA Ch .
425 Fly-In/Drive-In Brea kfast.
Riverside Airpo rt. 8 a.m. -2 p.m .
Brea kfast all day, lunch ite ms 11
a.m.-2 p.m. Fly Market. Info: 740
454-0003.

2002 Midwest Stinson Reunion.

(RYV). Info: 630-904-6964.
SEPTEMBER 14-Hollywood, MD-EAA
Ch . 478 Fly-I n, Open House, Youn g
Eagles Rally, and Pancake Brea kfast.
Captain Walter Francis Duke Regio na l
Airport (2W6). Info: 301-866-9502.
SEPTEMBER 14-15-Bayport, New
York-Ant ique Airplan e Club of
Greater New York Fly-In. Brookhaven
Airport. Stati c disp lay of vinta ge &
hom ebuilt 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 forum s, static
displays, exhibits. Admissi on by dona
tion. Info: Charlie Harris 918-622-8400.

SEPTEMBER 22-Hin ckley, IL-Ch.

241 Fall Fly-In Breakfast. (OCl) On

th e grass. 7 a.m.-Noon . Info : 847

888-2919.
SEPTEMBER 28-29-Alliance, OH
American Military Histo ry Event.
Barber Airport (2 D1) . Info: 330-823
11 68, www.fbarber@alliancelink. com .
O CTOBER 5 -8- Waus eon, OH-Ch.
149 Annua l Mini Chil e Fly-In.
Fulton County Airport (USE). Info:
419-636-5503.
O CTOBER 12-Toughkenamon, PA
EAA Chapter 240, 28 th Annual Fly
In /D rive- In Pancake Brea kfast. 8:00
a.m. at New Garden Airport (N57).
Young Eagles' Ra ll y. Admission free.
Info: 215-761-3191.

INTRODUCING

EAA FLIGHT PLANNER

EM, in a~ agreement with AeroPlanner.com, is pleased to announce an exciting

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25

NEW MEMBERS

Slavyk Stefaniuk ............. Kurrajong NS, Australia

Ojars Balodis ............. Mount Eliza VIC, Australia

Laurent Van Nieuwenhove .......... Gent, Belgium

Guillermo Maiztegui .................Sao Paulo, Brazil

Doug Banks...........................Tofino, BC, Canada

Bill J. Pottage ................. Abbotsford, BC, Canada

Bob May ........ ........ ......... Winnipeg, MB, Canada

Henry Napastiuk ............ Winnipeg, MB, Canada

Peter H. Dale .................. Kilworthy, ON, Canada

Michael Shaw .................... Orleans, ON, Canada

Dr. Ronald A. Javitch .....Montreal, QC, Canada

Peter Ackermann ............... Oldenburg, Germany

Mirco Pecorari ............................ Modena IT, Italy

Mario Pozzini .........................Trecate (NO), Italy

Ruben Cagnata ............................. Mantova, Italy

Steven Cox ..................... Papakura, New Zealand

Robert S. Sawyer.. ...................Stavanger, Norway

Elpidio M. Paras ...Cagayan de Oro City, Phillipines

Don F. De Voe .............................. Anchorage, AK

William Decreeft................................. Homer, AK

John C. Adams .............................. Huntsville, AL

Mary Jane Hammett.. ................ Birmingham, AL

Dennis G. Robinson ............................ Rogers, AR

Darren Wheeler ............................ Little Rock, AR

Ed Bouchard ....................... West Hollywood, CA

Andy Butler.. .................................... El Ca jon, CA

Bob R. Byrne........................... Cameron Park, CA

George E. Chaffey ........................... Lafayette, CA

Rick Gregory .....................................San Jose, CA

Richard W. Grinnell ............... Meadow Vista, CA

David Hampton ......................... Grass Valley, CA

Patrick John Joyce ........................... El Cajon, CA

Donald L. Lee ...................... Corona Del Mar, CA

Howard Lieberman ...................... Sunnyvale, CA

Don Margolin .......................... Santa Barbara, CA

Richard Marlow .........................Nevada City, CA

Bruce D. Marlow ........................Nevada City, CA

Ian L. Marsh ........................................ Alamo, CA

Carlene Mendieta .............. .... .............. Pinole, CA

David W. Mineck .............................Saratoga, CA

William Nikkel ................................Torrance, CA

Darrell L. Oge ........ ........................ San Diego, CA

Malcolm S. Pond ............................. Riverside, CA

John Rawson ...................................... Orange, CA

Robert Rogell ............................ Pacific Grove, CA

Christine Porter Vig ..................San Leandro, CA

Alan Arnold ......................................... Basalt, CO

William Folkerts ...............Highlands Ranch, CO

Thomas Haefeli ............................... Delnorte, CO

Richard Steven McLellon ............... Littleton, CO

Alex Bothwell .................................... Orlando, FL

John D. Bragdon .............................. Lakeland, FL

Walter R. Dix ........................... Winter Haven, FL

Gene Every .................. ................. Fort Meade, FL

Mark A. Ferguson ......................Cocoa Beach, FL

John D. Ficklen ...................St. George Island, FL

Dennis V. Harrell ............................ Palm City, FL

George Onik .............................. Miami Beach, FL

26

MARCH 2002

Dr. W. B. Shreve ............................ Gainesville, FL

Randall F. Smith ...................... Satellite Beach, FL

Douglas C. Stante ....................................Lutz, FL

Bob Welter ............................................. Eustis, FL

Carey L. Westall ................................... Naples, FL

C. Richard Whittemore ..................... Lantana, FL

Robert G. Boston .................. ............. Atlanta, GA

James Gray ...................................... Cumings, GA

Thomas F. Shaw............................. Hoschton, GA

John R. Sapp .............................. Cedar Rapids, IA

Robert G. Williams .................... Hayden Lake, ID

Jeff Clymer ........................................ Deerfield, IL

Susan Dacy ......................................... Harvard, IL

John Ditchie ................................... Glen Ellyn, lL

Kenneth R. Fell .................................... Oneida, lL

Daniel Morris ................................ Woodstock, IL

Wayne V. Mountain ................................ Perry, IL

Bill W. Rusk ................................ Poplar Grove, IL

Blake Larson .................................. Newburgh, IN

Charles Cozad .................................... .Topeka, KS

William M. Barnett .. ....................Taylor Mill, KY

Steven John Marcozzi ............. Lawrenceburg, KY

Roger J. D. Wells ................................ Goshen, KY

Jay R."Rocky" White ........................... Bossier, LA

Arthur Stutz ...................................... Weston, MA

John E. Williams ......................... Centerville, MA

Michael A. Pilla ............................. Ogunquit, ME

John Gill .................................. Grand Rapids, MI

Gilmore Schmiei ................................ Warren, MI

Mark Taylor ..................................... Riverdale, MI

Charles E. Wolter ................................... Niles, MI

Matthew Flaugher ......................... Mankato, MN

Keith Gettier ................................... Oakdale, MN

John D. Mezera .............................SI. Cloud, MN

Timothy J. Miller ...................... Hutchinson, MN

S. C. Peterson .............................. Northfield, MN

Sherm Ringer.. ..................................St. Paul, MN

Arthur Theyson ................ .......... .. Burnsville, MN

Robert L. Witkofsky ............... Grand Rapids, MN

Robert D. Henrikson ................ Chesterfield, MO

Allan Koebel ............................... High Ridge, MO

Charles Powell ....................................Ozark, MO

Ed Schlotzhauer ............................ Boonville, MO

Jonathan Sloop ....................... Lee's Summit, MO

Jerome H. Hammond .......................Jackson, MS

Bennie Ray Bass .......................... Bladenboro, NC

Mark Cassada ........................... Hillsborough, NC

Rick R. Jones ................................. Greenville, NC

John Latz .................................... Mooresville, NC

Michael E. Morton ........................... Hickory, NC

Philip C. Whapham ................... Kernersville, NC

Geoffrey Clark ........................... Portsmouth, NH

Steven E. Touchette ................ Georges Mills, NH

Richard J. Bochkay ........................ Blairstown, NJ

Lester Skinner ......................... Franklin Lakes, NJ

Douglas Webb ............................. Mullica Hill, NJ

John Dougherty ............................ Bernalillo, NM

Doyle Seymour ...................... Alburquerque, NM

Richard Hofmann ............................ Wolcott, NY

Russell Marcini ................................ Flushing, NY

Clifford A. Souza ...................... Ballston Lake, NY

Daniel Wentworth .................. Cooperstown, NY

Duane White ....................... Wappinger Falls, NY

Jim Butler ........................................... Powell, OH

Jim Leatherbeery .......................... Courtland, OH

William C. Merkle .................. Williamsburg, OH

JamesJ. Miller ............................... .....Orient, OH

Bernie R. Oldenburgh ....................... Mentor, OH

Hugh Berkley Showe ................... Columbus, OH

William T. Brennan ..................... Comanche, OK

Donald H. Davis ...................................Tulsa, OK

W. D. Kendrick...................................... Pryor, OK

Lou Davidson .................................... Buxton, OR

Bruce F. Haphey ...................................Sisters, OR

Ronald Hart... ........................................ Bend, OR

Gary Shearer .................................The Dalles, OR

Kenneth Brown .............. .................... Denver, PA

Michael A. Friel ............... ....................Dalton, PA

Howard Hollins ........... Washington Crossing, PA

Larry Pritchett.. ......................... Williamsport, PA

Richard Raymon Wright... ............. Reinholds, PA

John K. Summers ............ Hilton Head Island, SC

Mark Casillas ..................................... Bartlett, TN

William Barger ..........................San Antonio, TX

Christopher D. Barker ..................... Lubbock, TX

Mark C. Evans .......................................Keller, TX

David M. Finkes ................................... Bryan, TX

Garry Grosse..................................McKinney, TX

Bob Hassel ............................................ Plano, TX

Allen T. Johnson .................. The Woodlands, TX

Cecil R. Kingsbury ........ ......... .. ........ Houston, TX

Mark Lindstrom ................................. Conroe, TX

Jim Markle ............................................ Plano, TX

Leo Orlowski .................................. Granbury, TX

John D. Startz .................................. Houston, TX

Jonathan Still ......................... Corpus Christi, TX

W. Donald Fischer................................Salem, VA

William Ameden ....... ................... Marshfield, VT

ChrisJ. Byrd ........................... Mercerisland, WA

Tom E. Carpenter. ............................. Renton, WA

Elden W. Larson .............................. Bellevue, WA

William Nelson .................................. Seattle, WA

William Parent.. ............................ Redmond, WA

Albert H. Powers ................................ Seattle, WA

Michael B. Ward ...................... Lake Stevens, WA

David Wright .....................................SeattIe, WA

Manley H. Young ...............................Camas, WA

Harold Bauer ............................New London, WI

Scott W. Engelhart ......................... La Crosse, W1

Gary A. Glojek ............................... Pewaukee, WI

Daniel C. Hanson ............. Wisconsin Rapids, WI

PatrickJ. Konz ...............................Lake Mills, WI

Thomas Kunath ........................... New Berlin, WI

John T. Manchester, Jr. ..... ............. Brookline, WI

Eric Whyte ......................... South Milwaukee, WI

Lee F. Robinson .......................... .. Cheyenne, WY

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99202.
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THERE'S JUST NOTHING LIKE IT ON THE WEBn

www.aviation-giftshop com
A Web Site With The Pilot In Mind
(and those who love airplanes)
For sale, reluctantly: Warner 145 & 165 engines. 1
each, new OH and low time. No tire kickers, please.
Two Curtiss Reed props to go with above engines.
1966 Helton Lark 95, Serial #8. Very rare, PQ-8
certified Target Drone derivative. Tri-gear Culver
Cadet. See Juptner's Vol. 8-170. Total time A&E
845 hrs. I just have too many toys and I'm not get
ting any younger. Find my name in the Officers &
Directors listing of Vintage and e-mail or call
evenings. E. E. "Buck" Hilbert
Wanted: Kinner #610 taper shaft prop hUb.
Russ, 610-372-7333.

dead give<JWOy 10 Ihe knowing eye. They limply do nollook righl on ~nloge
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MUleum, in his bookRestOring Museum Aircraft.

VltiTAGE. AE.RO FAP.>RICJ, LTD

"" PU RVEYORS '"
Don't compromise your restoration with modem coverings
. finish the job correctly with authentic fabrics.
Certnilated Grade Alollon

Early aircraft lollon

Imported Giraaft Linen (beige and tan)

German WWI Lozenge print fabril

Fabril tapes: frayed, straight, pinked and early Amerkan pinked

Waxed linen laang lord

Something to buy,
sell or trade?
Classified Word Ads: $5.50 per 10
words, 180 words maximum, with bold
face lead-in on first line.
Classified Display Ads: One column
wide (2.167 inches) by 1, 2, or 3 inches
high at $20 per inch . Black and white
only, and no frequency discounts.
Advertising Closing Dates: 10th of
second month prior to desired 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
accepted via phone. Payment must ac
company order. Word ads may be sent
via fax (920-426-4828) or e-mail (clas
sads@eaa.org) using credit card payment
(all cards accepted) . Include name on
card, complete address, type of card,
card number, and expiration date. Make
checks payable to EAA. Address adver
tising correspondence to EAA
Publications Classified Ad Manager, P.O.
Box 3086, Oshkosh, WI 54903-3086.

'The use of Dauon or similar modern malerMJk as a subslilule for canon is a

Antiques, Warbirds, General Aviation

304-466-1724

Fax 304-466-0802

Pure cotton machine and hand sewing thread

Vintage Aero Fabrics, ltd. 18 Journey's End, Mendon, VI 05701

tel: 802-773-0686 fax : 802-786-2129 website: www.avcioth.lom
' Originol Nieuport 28 restoreli by Vinloge Aviotion s"rvic",'

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PRIME
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AVA ILABLE ON TH IS PAGE

"Regardless of the size

of the proj ect, m y goal
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expectations. "
Award Winning Vintage Interiors by:

$20

PER IN CH/ PER MONTH

TO MAKE

10 ,000+

IMPRESSI ONS .

CA LL JULI E AT EAA

HQ

920-426-6127

Paul Workman

OH IO AIRCRAFT INTERIORS

Parr Airport (421)

Zanesville, Ohio 43701

FO R MORE IN FO .

800.794 .6560

Want to see your plane or pearis of wisdom in print?

Write an article for

VINTAGE AIRPLANE

We're always looking for technical articles and photos of your latest
restoration. We can't offer you money, but we can make you a hero
among fellow Vintage Aircraft enthusiasts!

~\j~

~
/".' >":"
/

--~

- """

--

-,I'.

: ..

Send your submissions to:

Editor, Vintage Airplane

P.O. Box 3086

Oshkosh, VVI 54904
e-mail: vintage@eaa.org

.. -:,:

~.
~,.. ... , .. ~,..c.'- .,.<,-.. ~~1 "o<'-'''~'o ..

For pointers on fonnat and

content feel free to call

920-4264825

" ..

VINTAGE AIRPLANE

27

enough-follow the procedures manual cre

ated by the finishing system 's
manufacturer. Its procedures are the result
oftesting and experience, much ofit gained
over many decades. While this type ofacci
dent is not common, it can happen, and
with circumstances far worse than that
Giles endured!
Some common sense precautions when
dealing with solvents include:
1. Keep solvents offyour skin; use bar
rier creams and gloves.
2. Monitor all sources of flame in your
shop/garage. Make certain all flames are
extinguished. Gas hot water heaters are
particu larly dangerous if not properly
shielded. Space heaters are bad ideas. If you
can't safely control heat, wait until spring.
3. [fyou are smoker, don't.
4. Properly dispose ofrags; they can self
ignite ifleft in a pile.
5. Static discharge is a very real prob
lem. Test for static in dry conditions by
doing the "rug scuffle, doorknob" test prior
to work. If you get a spark, avoid rubbing
anything with solvent-soaked rags.

iL
t

Aircr a ft CO-lIlllno.

www.polyfiber.com

Workshop Schedule
April 20-21.2002 Watsonville. CA

July 12-142002

SHEET METAL
COMPOSITE CONSTRUCT.
FABRIC COVERING

April 27-28. 2002 Pittsburgh. PA

SHEET METAL
COMPOSITE CONSTRUCT
FABRIC COVERING
GAS WELDING

May 3-5. 2002

RV ASSEMBLY

August 9-11 . 2002 Griffin. GA

TIG WELDING

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

ADVANCED TIG WELDING

Corona. CA
RVASSEMBLY

June 21-23 2002

Griffin. GA
TIGWELDING

June 21-23. 2002 Frederick. MD

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

May 31 -June 2.2002 Griffin. GA

June 7-9. 2002

Griffin. GA

Sept 20-22. 2002

Griffin. GA
TIG WELDING
RV ASSEMBLY

RVASSEMBLY

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

$poRrAIR
WORKSHOPS

--iZi)-
28

MARCH

2002

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

Use only cotton towels whenever

pOSSible, altho ugh you must make
certain they're as lint-free as possible.
Use only new rags, and avoids any
contact with industrial shop rags or
rags laundered and sold for a similar
purpose--they're us ually loaded
with si licone or invisible grease
residue. Fabric softeners are notorious
for silicone content. Silicone contami
nation will absolutely ruin your fabric
job, and the only sol ution to silicone
contamination of the fabric is replac
ing the fabric!
The best idea is to head off to the lo
cal building/painter's supply store and
purchase a box of fresh painter's tow
els . Be sure to mention your project
cannot be subjected to any silicone
contamination. If the salesperson gives
you a quizzical look, move on up the
chain of command until you have con
fidence in the answer you receive.. This
is no time to not be absolutely certain
about your materials.
I avoid using rags that contain a
higher percentage of polyester, simply
beca use they wi ll maintai n a static
charge easier than a cotton cloth . ......

Membership Services
VINTAGE

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

Directory-

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

OFFICERS
Presiden t

Vice President

Espie 'Butch' joyce

P.O. Box 35584
Greensboro, NC 27425
336/6683650

windsock@aol.com

George Daubner
2448 Lough Lane
Hartford, WI 53027
262/673-5885
vaaflyboy@aol.com

Treasurer

Secretary

Charles W. Harris

Steve Nesse
2009 Highland Ave.

Albert Lea, MN 56007

507/3731 674

7215 East 46th Sl.

Tulsa, OK 74147
918/6228400

cwh@hv5u.com

DIRECTORS
David Bennett
P.O. Box 1188
Roseville, CA 95678
916/645-6926

antiquer@inreach.com
Robert C. "Bob" Bra uer
9345 s. H0JQ;e

Chm'?7~2IO~20

Jerumie Hill
P.O. Box 328
Harvard, Il60033
815/9437205
dinghao@owc,net
Steve Krog
1002 Heather Ln.

Hartford, WI 53027
262/966-7627

photopilot@aol.com

sskrog@aol.com

j ohn Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009

507/263-24 14

Robert D. "Bob" Lumley

1265 South 124th SI.
Brookfield, WI 53005
262/7822633
lumper@execpc.com

fchld@roonnecr.com
j ohn

Phone (920) 426-4800 Fax (920) 426-4873

E-Mail: vintage @ eaa.org
Web Site: http://www.eaa.org and I,ttp://www.airventure.org

s. Copeland

lA Deacon Street
North~08/3~:N5 0 1532
copelandl @juno.com
Phil Coulso n

n03capt@f]ash,llet
Dean Richardso n
1429 Kings~n Rd

stou~fflnh_8~~l589

616/624 6490
rCQulson516@cs.com

dar@aprUaire.com
Geoff Robison

W~~est~r~~d5~~
507/2882810
rgomoU@hotmail.com

1521 E. MacGregor Dr.

New Haven, IN 46774

219/4934724

chief7025@aol.com
S.H. II Wes" Schmid

Dale A. Gustafson

2359 Lefeber Avenue

7724 Shady Hills Dr.

Wauwatosal WI 532 13

I ndia:ft"ffz~j.!~3t6278

414/77 1-1545

shschmid@gdinet.com

DIRECTORS

EMERITUS

Gene Chase
2159 Ca rlton Rd.
Oshkosh, WI 54904
920/2315002

(NAFI)

Address changes
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Programs and Activities

EAA AirVenture FaxOn Demand Directory
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Education . . . ... . .. .. .... . .. 9204266815
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Benefits
AUA . .... .... . ... .. . . ... . . 8007273823
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9204264825 . ........... FAX 920-4264828
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f.E. "Buck" Hilbert

P.O. Box 424

Union, II 60180

8 15/923-459 1
buck7ac@mc.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 major credit ca rds accepted fo r membership.
(Add $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION

Current EAA members may join the Vintage
Aircraft Associaton and receive VINTA GE AIR
PLANE magaZine for an additional $36 per year.
EAA Memb ershi p, VIN TAGE AIRPLA NE
magazine and one year membership in the EAA
Vintage Aircraft Associa tion is available for $46
per yea r (SPORT AVIATION magaZin e n ot in
cluded). (A dd $7 fo r Foreign Postage.)

ADVISORS

lAC

Alan Shackleton

Current EAA members may join the Interna

tional Aerobatic Club, Inc. Division and receive
SPORT A EROBATICS ma gazin e fo r an addi
tional $40 per year.
EAA Memb ershi p, SPORT A EROBA TICS
magaZi ne and one year membership in the lAC
Divisio n is availabl e for $50 per yea r (SPORT

P.O. Box 656

Sugar Grove, IL 60554-0656

630/466-4193

103346.1772@<ompuserve.com

Steve Bender

Dave Clark

815 Airport Road

Roanoke, TX 76262
817/4914700

635 Vestal Lane

Plainfield, IN 46168
317/8394500
davecpdiquesl.net

sstlOO@emaiJ.msn.com

Flight Advisors in formation .... 920426-6522

Flight Instructor in fo rmation ... 9204 266801
Flyi ng Start Program ..... . .... 9204 266847
Libra ry Services/ Resea rch .. .... 9204264848
Medical Questions .. . .... .. . .. 9204264821
Techn ical Counselors .. . . .... . 9204264821
Young Eagles . . . . .. . .... .... . 9204264831

Gene Morris
5936 Steve Court
Roanoke, TX 76262
817/49 19110

28;'1;'t~;~r~~fr.
ROler Gomoll

EAA and Division Membership Services

800843-3612 . ..... . .. . . . FAX 920426-6761
Monday-Friday CST)
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AVIATION magaZ ine n ot incl uded). (Add $10

for Foreign Postage.)

WARBIRDS
Current EAA members may join the EAA War
birds of America Division and receive WARBlRDS
magaZine for an additional $35 per year.
EA A Me mbe rship, WARBIRDS m agaz in e
and one year mem bership in the Warbirds Divi
sio n is ava ilabl e for $45 p e r yea r (SPORT
AVIATION magaZi ne n ot includ ed). (Add $7 for
Foreign Postage.)

EAA EXPERIMENTER
Curre nt EAA m e mb e rs m ay rece ive EAA
EXP ERIMENTER magazi n e fo r an add iti on a l
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EAA Membership and EAA EXPERIMENTER
magazine is available for $30 per year (SPORT
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d raft drawn on a United States ba nk payable in
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Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright 2002 by the EAA Vintage Aircraft Association

All rights reserved.
VINTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published and owned eXClusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EAA Aviation
Center,3000 Poberezny Rd., P.O. Box 3088, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EAA
Vintage Aircraft Association, P.O. Box 3088, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for 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.
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contributor. No renumeralion is made. Material should be sent to: Editor. VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh. WIS4903-3088. Phone 920/4264800.
EMf) and SPORT AVlAT10~, the EM Logot' and Aeronautica"" are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service
marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.
The EAA AVIATION FOUNDATION Logo is a trademarl< of the EAA Aviation Foundation. Inc. The use of this trademarl< without the permission of the EAA Aviation Foundation. Inc. is strictly prohibited.

VINTAGE A)R PlANE

29

a. Golf Shirts............

$31.95
The Vintage golf shirt is your versatile.
comfortable. 100% combed cotton
sport shirt for almost every activity.
Seagrass:
Burgundy
mel VOO539
sm VOO543
Ig VOO540
Ig VOO545
xl
VOO541
xl VOO546
2x VOO542
2x VOO547

Ocean Blue

Maize Yellow

sm v00549

sm VOO555

mel VOO550
Ig VOO552

mel VOO556
xl VOO558
2x VOO559

xl
2x

VOO553
VOO554

ORDER ONLINE

WWW.EAA.ORG
b. Select Bound Vintage Volumes

b.

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

A L L OTHERS CALL

920426591 2

Choose a color and style to fit your

personal taste.
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

WI 549033086

OSHKOSH ,

e.
30

MARCH

2002

Leather Bags from

Vintage Aircraft

An embossed logo graces each of these

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

f. Leather Briefcale $79.95

tan V00497

black VOO51O

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..96

tanVOO~

~kVOO~

Rapped, soft leather bag has shoulder

strap. Approximate size: 7.5"h x 5"w x lS"d

h. LeatIIer Backpack $49.95

tan V0049S

black VOOSU

Perfectly sized with convenient zippered

pockets on the inside and outside. Approx
imately: U "h x 9"w x 4.5"d

I. Leather Pocket Bag

(black only) VOOW $46.96
Convenient phone/sunglass pocket
make this bag a definite accessory.
Approximate size: 9 "h x 6 "w x 3 "d

J. Embossed Denim Jacket. _... $66.99

Cotton denim jacket with Vintage patch
on the front and embossed planes and
logo on the back.

md V00241
Ig VOO242

xl VOO243
2x VOO244

DON'T MISS OUT ON

THESE GREAT VALUES!

ORDER NOW

TELEPHONE

ORDERS

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

920426-5912

ORDER ONLINE

WWW.EAA.ORG
MAIL ORDERS
P.O. Box 3Oe6
OSHKOSH,WI5490~30e6

VINTAGE AIRPLANE

31

Bill Cullere
Stuart, FL

First solo flight in

February 1994 in
a PA 12 150
516 total hours
- 490 toilwheel -

The

AUAis

CuI/ere

fa mily stands with their Fairchild 24.

"AUA has insured three J-3 Cubs, two

Stampe SV4Cs, a Stearman PT-17 and

AUA's Exclusive EAA

Vintage Aircraft Assoc.
Insurance Program

a Fairchild 24 over the past seven

approved.

years. AUA has been my only insurance

company. They make it very simple to

To become a
member of the

Medical payments included

modify existing coverage when needed

Fleet discounts for multiple aircraft

carrying all risk coverages

and are very agreeable people to

No hand-propping exclu sion

No age penalty

deal with ."

Vintage Aircraft

- Bill Cullere

Association call

800-843-3612

Lower liability and hull prem iums

The best is affordable .

Give AUA a call - it' s FREE!

No component parts endorseme nts

Discounts for claimfree renewal s
carrying all risk coverages

Remember,

We're Better Togetherl

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

AVIATION UNLIMITED AGENCY