VOl. 31 , No.

2 VAA NEWS/ H.G. Fra u tsch y

JANUARY 2003

Due to an error made at the printer, the Sport

Pilot Newsletter was omitted from last month's
issue. It is included in this issue. We apologize
for any inconvenience.

4 FRIENDS OF THE RED BARN

5 JOHN MILLER RECALLS ...

LET THE INVENTIONS CONTINUE

Jo hn M. M iller

6 THE TINKERER' S TUG

SOMETIMES A PROJECT DISTRACTION CAN
KEEP YOU MOVING FORWARD
Gary Co n tner

8 PREFLIGHT

Ka ti e Schul tz

10

PASS IT TO BUCK/ Bu ck Hilbert

12

THE VINTAGE INSTRUCTOR

COMMUNICATION
Dou g Stewart

13

WEEDEN 'S REARWIN

DOING IT THE HARD WAy/Bu dd Davisson

18

TYPE CLUB LIST

25

CALENDAR

26

CLASSIFIED ADS

28

NEW MEMBERS

30

VAA MERCHANDISE

Publisher
Editor-in-Chief
Executive Editor
News Editor
Photography Staff
Advertisi ng Coordinator
Advertising/ Editorial Assistant
Copy Editing

TOM POBEREZNY
scon SPANGLER
MIKE DIFRISCO
RIC REYNOLDS
JIM KOEPNICK
LEEANN ABRAMS
TRISHA LUNDQUIST
JULIE RUSSO
ISABELLE WISKE
COLLEEN WALSH
KATHLEEN WITMAN

VINTAGE AIRPLANE

Executive Di rector, Editor

VAA Administrative Assistant
Contributing Editors
Graphic Designer

HENRY G. FRAUTSCHY
THERESA BOOKS
JOHN UNDERWOOD
BUDD DAVISSON
OLIVIA L. PHILLIP

FRONT COVER: Dick and Pauline Weeden 's careful restoration of their 1935 Rear
win 7000 Sportster is a pleasant sight to behold, and that 5-<:ylinder LeBlond is fun to
listen to as well. EM photo by Jim Koepnick, shot with a Canon EOS-1n equipped with
a 8()'200mm lens. EM Cessna 210 photo plane flown by Janet Davidson.
BACK COVER: " Season 's End " is the title of this award-winning oil painting by
Cher Hogan, who lives in northwestern Ontario with her two cats and German Shep
ard, Zach. Cher's painting was presented with an Honorable Mention ribbon during
the 2002 EM Sport Aviation Art Competition. For more information on Cher's paint
ings , please visit her website at www . artbycher.ca or e-mail her at
cher@artbycher.ca.

ST AIG TBc LE EL
BY ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION

Special times
I really hope that everyone had
a great holiday season and got to
rest up some after Christmas day.
It always seems to me that after
Thanksgiving the days are always
filled with something to do all of
the time. It also seems to wear you
down as you grow older!
This year I added some extra
work to an already busy Christ
ma stime schedule. I have been
busy remodeling the house in
which I was raised . This entailed,
of course, having to purchase a
nice woodworking shop over the
past several years.
This year, I decided to make a
rocking horse for my granddaugh
ter, Georgia . She's my oldest
daughter 's little girl. After all, I
have all of the tools needed!
After I got started, I have to ad
mit I've never seen so many
wooden pieces come from so many
2 by 12s. I finally decided that I
should have built her an airplane!
As I worked on toward Christmas,
it looked like I would only make
my Christmas deadline by burning
some midnight oil.
Then the call came. Wendy
(Georgia's mom) and her family
were going to spend this Christ
mas at their home in Roanoke,
Virginia. Guess what? They would
be at our house a week early! Yikes!
I had to quit horsing aro u nd and
really bear down, but I made the
deadline by extending those mid
night hours.
Thankfully, everyone was happy
with how things turned out. I
was-it was great to see little Geor
gia's smile. Even with the busyness
of the Christmas season, it is a spe
cial time of year.
The year 2003 is at hand. This

year will fly by at record speed, be

cause it will be filled with all kinds
of specia l events celebrating the
100th anniversary of sustained,
controlled, powered fligh t.
The EAA will be at the center of
m u ch of the ce lebration . EAA's
Countdown to Kitty Hawk, pre
sented by Ford Motor Company, is
going to be quite special. A center
piece of the Countdown's pavilion

This year will

fly by at record
speed because
it will be filled
with all kinds
of special
events ...
will be the Wright Flyer reproduc
tion being built by Ken Hyde and
the Wright Experience under con
tract with EAA. The engine is being
built by the Hays brothers of Lake
Geneva, Wisconsin. If you've been
to Oshkos h, you've seen the Hays
engine display tent in the Vintage
area of the convention grounds.
They give running demonstrations
of their Wright engine at least
twice a day.
They are also the people that do
the "wingwalk" act with the pre
his t oric 'craft powered by the
single-cylinder "one lung" engine.
How many times we've been
blessed by their low speed, low al
titude passes by the VAA Red Barn.

The Wright reproduction engine

they are building is to run for the
first time this month. The com
p leted Wright F l yer will have its
first public viewing in the Count
down to Kitty Hawk pavilion this
spring at Lakeland, Florida, during
the Su n 'n Fun EAA Fly-In. Want
proof that the year will fly by? Sun
' n Fun is just three months way!
And EAA AirVenture Oshkosh is
just three more months after that.
Whew!
January is the kickoff month for
our 2003 Friends of the Red Barn
campaign. Last year, we had great
support for this worthy program
from a number of our loyal mem
bers . I really thank everyone for
helping our effort to improve the
Vintage area of the convention.
For more information on this
year's campaign, please see page 4.
We welcome any suggestions that
you may have to improve the Vin
tage area of the convention
grounds or any other matters that
pertain to the Vintage Aircraft As
sociation and its membership.
Speaking of membership, you
can also help the VAA by asking
fr iends to join up with us so they
too might enjoy our Vintage Air
p l an e magazine and the other
programs we have that he lp the
vintage aircraft owner.
Let's all pull in the same direc
tion for the good of aviation.
Remember we are better to
gether. Join us and have it all!
Butch
...
VINTAGE AIRPLANE

NATIONAL AIR TOUR PLANS MOVE FORWARD

To rekindle memories of aviation's

golden age and promote civil avia
tion's progress over the past century
the Aviation Foundation of America
(AFA) will re-create the National Air
Tour September 8-24, 2003. Held be
tween 1925 and 1931, the original
tours departed from Ford Airport
now the Ford Motor Co. proving
grounds-in Dearborn, Michigan. A
pioneering aviation company in its
own right, the automaker bankrolled
the tours to demonstrate air travel's
safety and reliability.
Participants in the 2003 National
Air Tour competition will vie for the
Edsel B. Ford Reliability Trophy. De
parting from Dearborn , they will
trace the route of the 1932 tour,
which didn't take off because of the
Depression. Visiting 27 cities in 16
days, the tour will cover some 4,000
miles. AFA's goal is to recruit 25 air
planes that participated in the
original tours or represent the air
craft that participated.
"We've been working diligently

to get as many of the flying Ford Tri

Motors in the U.S. to go on this
trip," said tour leader and well
known aircraft collector Greg
Herrick (EAA 402961). While no one
is contractually obligated, Herrick
said AFA has three firm Tri-Motor
commitments, and it's possible all
six flying Fords will join the tour.
Of all the aircraft that partici
pated in the original tours, 22 are
still on the FAA registry (including
the Monocoupe 110 on display at
the EAA AirVenture Museum, which
flew in the 1930 tour). Only two of
them still fly: Herrick's Paramount
Cabinair and Steve Pitcairn's PCA-2.
Ed Marquardt is restoring a Buhl CA3C that flew the tour, and it may be
ready to participate in the 2003 tour.
AFA is now seeking aircraft repre
sentative of those that flew on the
original tours, suc h as Travel Air,
Waco, Curtiss, New Standard, and
Eaglerock, among others. Also
sought are aircraft that illustrate the
progress of aviation over the years.

"We're hoping to get a Boeing 247

and a Sikorsky S-39 being restored by
DickJackson," Herrick continued.
Also likely to join the tour are an S
38, a DC-3, two New Standards, a
Stinson high-wing Tri -Motor, and
Herrick's low-wing Stinson Tri-Motor
, if its restoration is finished in time.
"This is a grass-roots effort. People
are volunteering their time, their air
craft and, at this point, their
money," Herrick said. "If sponsor
ship is not secured, volunteers will
be prepared to pay their own way,
food, fuel, and lodging. It's a huge
dedication on the part of those par
ticipating, but we're working on
resolving the financial burden (with
sponsorship) as best we can."
Herrick said he's working with
the Vintage Aircraft Association to
create a presence at EAA AirVen
ture Oshkosh 2003 to create
interest and awareness of the tour.
For more information , including
the tour schedule and its stops,
visit www.nationaiairtour.org.

NOMINATIONS FOR EAA DIRECTORS

Pursuant to the directive contained in EAA's articles of incor
poration and bylaws, the president has appointed the nominating
committee to receive nominations for Class II Directors (three
year terms) to replace those whose terms expire during 2003,
and for one Class III Director (one-year term) to fill a vacancy
caused by the death of an incumbent.
The nominating committee consists of six members in good
standing: Chairman Ron Scott, N8708 Sky Lane, Rt. 1, East
Troy, WI 53120. Zonnie Fritsche, W6305 Peninsula Court,
Neshkoro, WI 54960. Robert D. Lumley, 1265 S 124th Street,
Brookfield, WI 53005. Ray Stits, 7340 Live Oak Drive, River
side, CA 92509. Don Taylor , 6109 Copper Rose NE,
Albuquerque, NM 87111. Harry Zelsloft, 2787 Leisure World,
Mesa, AZ 85206.
Following the procedures described below, send nominations
to the committee in accordance with the procedures described
below. If the committee receives insufficient nominations, it shall
make additional nominations of its own.
The terms of five Class II Directors as listed below will expire
at the 2003 EAA Annual Business Meeting held in Oshkosh, Wis
consin, and their successors will be elected at that meeting.
Such Directors may succeed themselves. In addition, to fill a va
cancy created by the death of a Class III Director, a successor,
whose term will expire with the Class III Directors in 2004, will
be elected at the meeting.
2

JANUARY

2003

Class II Directors
Bob Reece
John Baugh
Jack Harrington
Alan Shackleton
Verne Jobst
Nominations for these positions shall be made on official
nomination forms, available from EAA Headquarters, c/o Tom
Poberezny, P.O. Box 3086, Oshkosh, WI 54903-3086, or e-mail
jreader@eaa.org. Nomination petition shall include a recent
photo of the candidate and contain a brief resume of his or her
background and experience. Candidates must have been an EM
member for the previous three consecutive years. Each petition
requires a minimum of 25 signatures of EAA members in good
standing with their EAA number and expiration date.
Nomination petitions must be submitted to the Chairman of
the Nominating Committee, Ron Scott, c/o EAA Headquarters,
P.O. Box 3086, Oshkosh, WI 54903-3086, no later than Febru
ary 27, 2003.
Voting instructions and procedures will be published in a
forthcoming issue of EM Sport Aviation.
Alan Shackleton
Secretary, Experimental Aircraft Association Inc.
The Annual Business Meeting and Election will be held at the
Theater in the Woods at 1 p.m. CDT on Sunday, August 3, 2003,
at Wittman Regional Airport, Oshkosh , Wisconsin, during EAA Air
Venture Oshkosh to be held July 29 through August 4, 2003.

2002 VOLUNTEERS OF THE YEAR

EAA SPORTAIR TEACHES AIR
CRAFT CONSTRUCTION

If you're thinking about

building or restoring an air
craft, learn how at an EAA
SportAir Workshop. Workshops
cover the gamut of needed
skills in all construction meth
ods-from sheet metal and
composites to welding, wood
work, and fabric covering-to
aircraft-specific courses such as
the RV workshop.
EAA SportAir Workshops
provide all the needed tools
and materials. Just bring your
willingness to learn. EAA Sport
Air instructors are among the
best in their fields. Gas welding
instructor Richard Finch has
published two must-have
books, Performance Welding and
Welder's Handbook, and shares
every SportAir instructor's de
sire to help students develop
their skills.
Depending on the course, tu
ition for EAA members ranges
from $99 to $359. For more in
formation, or to enroll, visit
www.sportair.com or call 800-967
5746. See an abreviated schedule
list in the ad on page 24.
EAA AIRVENTURE 2003:
100 YEARS OF POWERED
FLIGHT

The world's largest general avia

tion gathering-EAA AirVenture
Oshkosh-will celebrate powered
flight's first century from July 29
through August 4,
~
2003, at Wittman
.~
Regional Airport in
Oshkosh, Wiscon- /1IRVENTURE
sin. The logo for
EAA's 51st annual
~
convention conveys this theme. De
signed by EAA's graphics staff, the
logo features a stylized 100 and
1903 Wright Flyer above the EAA
AirVenture Oshkosh illustration.
The 100 represents the EAA AirVen
ture 2003 theme, and the Flyer is a
tribute to the Wrights and all the
early pioneers of aviation.

Y..!J-

S H K 0

S H

;zoOJ

During each EAA AirVenture Oshkosh, hundreds of volunteers spend

part of their convention helping their fellow members. They might be
carefully guiding airplanes to their parking spots, or perhaps serving up
a cool drink. They could be manning a sales counter, or signing up new
members. Wherever they are, we do our best to acknowledge their con
tributions. Each year, we highlight these volunteer efforts by presenting
the Volunteers of the Year awards. Congratulations to our four volun
teers of the year, and thank you!

VAA Director Steve Nesse, left, presents

the first of two new Meritorious Service Vol
unteer awards to Craig Baumgardner.

Clair Dahl is presented his Meritorious

Service award by VAA Vice-President
George Daubner.

Clair and Craig were key volunteers for the launch of the VAA Tall Pines Cafe, which
served more than 2,500 breakfasts during EM AirVenture.

The Behind the Scenes Volunteer of the

Year award went to the VAA's information
booth ace, Sandra Perlman. Sandy (right)
listens as VAA administrative assistant
Theresa Books helps present the award.

Aluminum Overcast Needs

B-17 Bomb Bay Gearboxes
EAA AirVenture Museum's
staff is looking for Boeing B-17
bomb bay door gearboxes so
EAA's Aluminum Overcast can
fully live its history by opening
and closing its doors in flight.
Without the gearboxes, part
numbers 65-4104-504 and 59
2018-500, the B-17 can only be
operated by hand on the ground.
If you or anyone you know can
help locate these parts, please
contact Ron Twellman at
rtwellman@eaa.org or 920-426-5917.

The Flight Line Volunteer of the Year,

Thomas Taylor, gets some good-natured rib
bing from his father-in-law, Buck Hilbert,
(center) while VAA Director Geoff Robison
looks on.

GALLONS OF

AUTO FUEL

INFORMATION

Bundled under Aviation Education,

the EAA Automobile Fuel program
web page at www.aviationfuel.org
presents gallons of information on
using automotive fuel in certifi
cated aircraft . Besides com
prehensive articles, answers to fre
quently asked questions, and
safety tips, it offers electronic Sup
plemental Type Certificate (STC)
applications for your convenience.
VINTAGE AIRPLANE

VAA's "Friends of The Red Barn"

VAA 2003 Convention Fund Raising Program
The Vintage Aircraft Association is a major partici
pant in the World's Largest Annua l Sport Aviation
Event - EAA AirVenture Oshkosh! The Vintage Divi
sion hosts and parks over 2,000 vintage airplanes each
year from the Red Barn area of Wittman Field south to
the perimeter of the airport.
The financial support for the various activities in
connection with the weeklong event in the VAA Red
Barn area has been principally derived from the Vin
tage Aircraft Association 's general income fund.
Starting in 2002, the Vintage Board elected to more
properly underwrite the annual Vintage Red Barn area
Convention activities from a yearly special conven
tion support fund. This effort is the VAA's "Friends of
the Red Barn" program .
This fund raising program is an annual affair, begin
ning each year on July 1 and ending June 30 of the
following year. This year's campaign is well underway,
with contributions already arriving here at VAA HQ.
Our thanks to those of you who have already sent in
your 2003 contributions.
You can join in as well. There will be three levels of
gifts and gift recognition:
Vintage Gold Level - $600.00 and above gift
Vintage Silver Level - $300.00 gift
Vintage Bronze Level - $100.00 gift
Each contribution at one of these levels entitles
you to a Certificate of Appreciation from the Division.
Your name will be listed as a contributor in Vintage

Airplane magazine, and on a special display at the VAA

Red Barn. You will also be presented with a special
name badge recognizing your level of participation.
During AirVenture, you'll have access to the Red Barn
Volunteer Center, a nice place to cool off.
Gold Level contributors will also receive a pair of
certificates each good for a flight on their choice of
EAA's Ford Trimotor or New Standard Biplane, re
deemable during AirVenture or during the summer
flying season at Pioneer Airport. Silver Level contribu
tors will receive one certificate for a flight on their
choice of one of the two planes.
This is a grand opportunity for all Vintage members
to join together as key financial supporters of the Vin
tage Division. It will be a truly rewarding experience
for each of us as individuals to be part of supporting
the finest gathering of Antique, Classic, and Contem
porary airplanes in the world.
Won't you please join those of us who recognize the
tremendously valuable key role the Vintage Aircraft Asso
ciation has played in preserving the great grass roots and
general aviation airplanes of the last 100 years? Your
participation in EAA's Vintage Aircraft Association
Friends of the VAA Red Barn will help insure the very
finest in AirVenture Oshkosh Vintage Red Barn programs.
For those of you who wish to contribute, we've
included a copy of the contribution form. Feel free
to copy it and mail it to VAA headquarters with
your donation. Thank you.

----~--- - - - -- - --- - - --- -------- -- ---- - --- - ----- - ---- - - - ---- ---- - - --- - -- - -- -------- - - - --- --- --- - - -- -- -- - -- - -- .

2003 VAA Friends of the Red Barn

Na m e ______________________________________________ EAA#_______________VAA# ______________

Address____________________________________________________________________________________

City /State/Zip_______________________________________________________________________________
Phone_____________________________________E-Mail ___________________________________________
Please choose your level of participation:
_
Vintage Gold Level Friend - $600.00
_
Vintage Silver Level Friend - $300.00
_

Vintage Bronze Level Friend - $100.00

o Payment Enclosed

o Please Charge my credit card (belo w)

Credit Card Number ______________________ Expiration Date _______

Signature______________________________

Mail your contribution to:

EAA
VINTAGE AIRCRAFT ASSOC .
PO Box 3086
OSHKOSH , WI 54903-3086

*00 you or your spouse work for a matching gift company? If so, this gift may qualify for a matching do nation. Please ask your Human Re

sources department for the appropriate form.

NameofCompany _________________________

The Vintage Aircraft Association is a non-profit educational organization under IRS 501 c3 rules. Under Federal Law, th e deduction from Federal In
come tax for charitable contributions is limited to the amount by which any money (a nd the value of any property other than money) contributed
exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to
you for IRS gift reporting reasons.

JANUARY

2003

JOHN

ILLE

ECALLS

Let the inventions continue

JOHN M. MILLER
At a mere 4 years of age, in 1910,
when I saw Glenn Curtiss fly in his frail
bamboo and cloth biplane kite, I lost inter
est in becoming a steam locomotive
engineer. By 18 I was flying a World War I
Jenny, hopping passengers, barnstorming.
No regulations or certificates then. All
through the years, flying water-cooled and
rotary engines, diesel and gasoline radi
als, turboprops and jets, and still flying at
97, I have seen a helluvalotta wonderful
advances, with many more to come. In
1923, when I started flying in the only air
craft available, WWI surplus open-cockpit
biplanes, we had not the slightest suspi
cion that in less than 40 years we would
be casually flying across the Atlantic in six
hours with a hundred or more passengers.
Any suggestion that airplanes would al
most completely replace the railroads and
steamships for worldwide travel would
have marked us as wild , daffy visionaries.
Right now we are nearing the technol
ogy for trajectory travel across oceans,
with air-breathing engines to put the vehi
cles into trajectory. That would take us
from New York or los Angeles to Australia
or Japan in about an hour. Visionary?
Okay, have it your own way, but don't go
away grumbling. Back in 1910, the Wrights
and Curtiss could not conceive of what we
have now been doing for decades and
would have laughed at such ideas.
However, let us look at what we need
now and in the nearer future. Although avi
ation has produced by far the safest
worldwide travel in history, we do have se
rious accidents. Accidents due to crew
mistakes are gradually being reduced by
advanced training and procedures . Acci
dents due to failure of equipment are not
as repetitive because of careful analysis
of the wrecks. Much of that is because of
the "black box " information available. In
the cases of four very bad crashes in
2000, it was very fortunate that the boxes
were recovered by marvelous remotely
controlled deep-water submersible vehi
cles, developed outside of aviation
technology. We cannot depend foreve r on

recovering those boxes from the wrecks.

There will be failures. Of course the boxes
have shortcomings of their own, although
they are being improved.
Better technology actually exists and is
in everyday use in ocean-going surface
vessels. Don't reject it because of the
Triple-O Syndrome: origination outside the
organization (my definition). Some ships
are in constant satellite info-telemetry with
their home offices, from all over the world.
The home office has a constant readout
and recording of every item of information
of any use, such as engine rpm, bearing
and oil temperatures, fuel consumption ,
speed , course and location, as well as sig
nificant weather, via satellite. I know of
one huge trans-Pacific container ship that
has its entire control from the bridge with
only 12 men in the crew and with its en
gine room vacant and locked. The
company office has a constant readout
and computer record of all going on in real
time. I am confident that such a system
can eventually replace or enhance the
black box system.
What is more, because of the constant
increase in airline traffic density at major
terminals , it will be possible to radio-re
mote control the aircraft accurately during
departures and approaches from a traffic
control system located on the ground . It
would then be possible to get more air
craft in and out of the areas than with the
present manual control of the aircraft. I re
member when UAl (United Air Line)
developed an actual automatic landing
system in the Boeing 247 airliner in 1937,
using a curved glideslope and the old
Sperry autopilot. I saw it work at
Cheyenne, Wyoming, in 1937. UAloffered
it for all airlines to use, but the pilots and
AlPA (Air Line Pilots Association) rejected
it, so the curved portion of the glideslope
and the autopilot were eliminated , but
they still called it an instrument landing
system, our IlS of today. I sadly think of
all the botched manual approaches that
resulted in loss of life in the past six
decades since. If landings can be made by

remote control on the Moon or on Mars,

they can be made at ATl, LAX, or JFK.
Another thing that must be developed
is a solution to the problem of anti-icing on
helicopter blades. It seems to me that this
problem has been neglected. The old
method of landing and knocking the ice off
with a stick has to go. Surely a lot of effort
should be applied to this problem.
As for powerplants for general aviation
aircraft, flying at the lower altitudes, the
diesel engine shows much promise so
that jet fuel could be used. I flew the
Packard and Guiberson diesels about
1930. At that time the Packard estab
lished a nonrefueling endurance record
that stood for many years until after World
War II. There are diesels in development
now. The Wankel type engine is neglected
and should be developed. It is inherently
uncomplicated, light, smooth, has a low
frontal area , and can be designed for ei
ther gasoline or kerosene.
The helicopter has been a phenomenal
development since WWII but a disappoint
ment for private aviation because of cost. I
was flying autogyros as early as 1931,
and one could jump off, land at zero
speed , be driven home on the road, and
put in the garage. It is an inherently safe
aircraft that cannot stall. With a dead en
gine I landed one in a cemetery without
chipping a gravestone. It would have been
a disaster in an airplane. I believe that the
autogyro has more promise for ordinary
people to fly than the fixed-wing airplane,
especially the roadable type. The only one
is now languishing in the Smithsonian Na
tional Air and Space Museum.
If large numbers of small private air
craft are ever flying in the lower altitudes,
uncontrolled, I think it may be a good idea
to have collision avoidance systems that
calculate the potential interferences and
through the autopilots cause deviations to
avoid conflict , in both heading and alti
tude. Parachute safety systems have been
developed for small aircraft, and I hope
this development will continue for some of
the larger aircraft.
VINTAGE AIRPLANE

THE TINKERER'S TUG

Sometimes a project distraction can keep

you moving forward

GARY CONTNER,

omebuilders and restorers

recognize some of the
words that other non-avia
tion types use to describe them.
Nuts. Goofy. Idiotic. Psychotic .
Crazy. However, they seem to miss
the most descriptive adjective of
all. Tinkerer. Any restorer or home
builder reading this knows exactly
what I mean. Every aircraft project
out there has at least one little in
novation that has been agonized
over, and over, and over. Maybe we
use a little tinkering to distract our
thoughts temporarily from the te
dium of a long, drawn-out project,
or perhaps our creativity can only
be stifled so long before another
idea begs for a little attention. Re
gardless of the reason we tinker,
every now and then a good idea is
given life.
Pictured here is a tug that I built
to ease the process of getting my
aircraft in and out of the hangar
(photo 1) . Notice that the tug is
built in the form of an attachment
for a Steiner four-wheel drive trac
tor. Most of you are probably not
familiar with Steiner and its equip
ment, but its tractors have two
distinctive characteristics that
blend well with this idea. First,
Steiner tractors have a very con
veni e nt method of attaching
implements , and this tug can be
removed from the tractor in liter
ally 10 seconds (photo 2) . Then I
just drive across the building and
pick up the 60-inch mower deck
without getting off th e seat. Sec
ond, these tractors steer by
pivoting in the middl e (articulated
steerin g), which allows the left6

J ANUARY

2003

O.D.

right positioning of the tug on the

tail whee l without any forward
motion. This feature is t h e pri
mary reason that this tug works so
effortlessly.
The tug is very simple and con
sists of two arms (3-1/2 by 1-3/4
steel light wall tubing), which ex

tend forward approximately 3 feet.

The left arm is welded to the basic
frame, and the forward face of this
arm is concave so that it can be
driven u p against the rear face of
the tailwh eel. The right arm pivots
near the front of the tractor, al
l ow i ng t h e forward e nd to be

opened toward the right. Opening

is accomplished by pulling the ac
tuating rod from the tractor seat,
which causes a bell crank to pull
the right arm open. At this point,
the tractor is pulled forward until
the left arm engages the rear edge
of the tailwheel (photo 3). By then
pushing the actuating rod for
ward, the right arm pivots closed,
which captures the wheel from
the front and rear (photo 4). The
wheel is then lifted using the hy
draulic front lift on the tractor,
and the plane can be effortlessly
pushed or pulled.
The right arm of the tug is ad
justable for different tailwheel
sizes by simply removing a wing
nut on the forward wheel-holder
and moving it to a different hole.

Mine is set up for my RV-4 and for

my '56 Pacer. The Pacer has a Scott
tailwheel that is larger in diameter
and thicker than the RV's wheel. I
made a removable shim to allow
for this extra thickness (photos 5
and 6).
I am certain that with a little
creativity this setup could be
adapted for nosewheel aircraft,
even with wheelpants. I'll let
other Master Tinkerers out there
address that one. This whole con
cept might work with other types
of tractors, but I can't imagine
how it could work any better
than with the Steiner. If you are
going to be in the market for a
multiuse tractor/mower, this tug
may be a reason to investigate
Steiner equipment.

Allow me to finish with a word

of caution to all of you tinkerers
out there. A successful tinkering
project really catches people's
eyes, sometimes distracting them
from other things. Quite a few
people have been over to see my
newly completed RV-4 "casual
obsession" (my ultimate pride
and joy), and when I've used the
tug to push it out into the sun
light, I keep hearing, "Wow, that
tug is so cool ... let me look at
that ... can I drive it? Oh yeah,
your airplane's pretty nice, too. "
Anyone is welcome to come
see this tug. E-mail me at
eyedo c@iogan.n et, and I will be
glad to send you the lat-Ion co
ordinates for my airstrip in
west-central Ohio.
......
VINTAGE AIRPLANE

he old white and blue Tay

lorcraft speaks to me in its
preflight. The tailwheel
rope is soft and wet from
the dewy grass; I kneel to untie it,
and my knee is soaked and cold. I
run my fingers over the supple fabric
of the elevator, then grab the steel
tube trailing edge and nudge it up; it
flops with ease. I untie each wing,
peek up inside the aileron hinges,
grab the wingtip, and give the whole
plane a shake. I pull out the chocks;
the tires are firm and round. I undo
the Dzus fittings and lift the cowl;
there are no bird nests inside. The oil
is black as mud but okay; the gas is
crystal-clear in the glass-bottle tester.
My cold fingers fumble with the
Zeus fittings and the screwdriver,

JANUARY 2003

and I pound a little on the sheet

metal cowl to line up the holes. With
a click, they are secure again.
The sun is getting higher now,
warm against my cheek and stirring
the still dawn air. The tangy scent of
freshly cut grass floats around the
place, mingles with a little gasoline,
and tickles my nose. A soft breeze
ruffles the trees on the edge of the
sod runway in front of us, and the
windsock lazily lifts its orange finger
atop the pole. My instructor un
latches his door, places his foot on
the step, and hoists his 82-year-old
frame into the cockpit with the grace
of a cat. "You ready for this cross
wind, Kate?" he asks.
My shoe is wet from the dew and
slips off the rounded step. I grab

the wing strut and stuff my back

side in through the angled door on
the left side of the cockpit, hoping
this is the most awkward moment I
will suffer through during today's
lesson. The aircraft's a 1946 model
with a narrow 1941 door. Maybe pi
lots were smaller in 1941. "Guess
we'll find out, won't we?" I think
after pulling in my feet, settling
into the seat cushions and latching
my belt. I pull the door shut and
wrestle with the latch; I don't know
why I bother; it usually pops open
in flight anyway.
Our friend Don is hovering
around the front of the plane, his
big hands poised near the shiny
metal prop. I push in the red knob
below the dash to turn the gas on.

"Pull'er through a few times, Don,"

calls Armond from beside me.
"Switch off?" asks Don.
I look at the key. "Switch off."
"Brakes?" asks Don.
My heels find the round brake
buttons below the rudder pedals.
"Brakes!"
With a series of shoves he pushes
the propeller down one, two, then
three strokes. The magnetos pop
each time the engine turns over ...
Clink-clink. Clink-clink.
"Okay," says Armond as he
pushes the brass primer a couple
times, pulls the throttle knob closed,
and then cracks it open a little. I
turn the key from "OFF," through
"L" and "R," to BOTH." My heels are
still planted on the brakes, and my

calves are beginning to twitch.

"Okay, she's hot!" calls Armond .
"Brakes?"
"Brakes!"
With one mighty swish, Don
pulls the propeller down, the mag
netos clink, and with a puff, the stiff
Continental awakens. Don jumps
off to the side, his white hair blow
ing, and gives me a good-luck wink.
He knows I need it.
The old girl is still sleepy. She
sputters a little, so Armond gives her
another shot of primer and tugs at
the carb heat knob. The scent of old
grease swirls through the cockpit .
The oil pressure gauge slowly comes
alive. I think the temperature needle
is moving a little ... no, maybe not.
The gauges on the simple panel have
an almost beautiful patina; I'm sure
they'd polish up nicely, but then
their character would disappear.
Armond clicks a long fingernail
against the temperature gauge. "It's
gotta get up to 75 degrees, see." He
turns the altimeter knob so it reads
700 feet. I can relax my feet from
the brakes; there isn't enough power
yet to move the wheels out of the
soft hollows they sit in. We sit there
a few minutes, the engine's lifters
and magnetos clicking, still protest
ing the cold. There is no dialogue
between us; the dew is gone off the
windshield now, and the sock is
looking a little stiffer. He adjusts his
hearing aid.
"Okay, Katie, give her some throt
tle and taxi over to the runway." I
obey, cracking the knob a little at
first, then more, until the plane is
summoned out of its resting place.
Once it starts moving I can back off
the throttle ... the aircraft bounces
and wiggles along the grass taxiway.
I hear noises as the wings waggle; it's
the windshield, the fabric, the fit
tings and cables. I watch the wingtip
as it walks past the corner of the
hangar at the end of the runway,
and then I stop. There isn't much to
the checklist-hold the brakes, ease
the power to 1500 rpm, turn the key
to check each magneto; my heel
slips and the plane lurches to the

right a little. Pull the carb heat again

and see if the rpm needle moves. My
calves ache again; pull the throttle
back to idle and relax them. Move
the ailerons, then the elevator; even
though I can't see it move, it feels
okay. The sun is bright and hot on
my face. My hands are a little slip
pery on the wheel. The oil
temperature gauge reads 75 degrees.
"I think we can go now," says Ar
mond. I nod, give her power,
gingerly press the right rudder pedal,
and motor up the embankment to
the sad runway. The plane feels like
it's tipping over, but I know it won't.
I nudge the tail around and point
the nose down the runway. I can't
see the horizon over the cowl, but I
know it's there. A knot grows in the
small of my back. I look at Armond.
"Give it a try. Turn the wheel into
the wind a little." His wrinkled hand
lifts the wheel a bit to the left. I grip
my wheel a little tighter and wipe
the sweat from my other palm. Take
a breath and slowly push the throt
tle to the stops. The old Continental
roars. The grass starts rolling be
neath my window. My neck
stretches as I try to peek over the
cowl. I hold the wheel tight to the
panel until my arm hurts, and when
the tail is up and I can see the trees
at the end of the runway, I sit back
down in my seat and begin to relax.
The barrels marking the runway
edges speed past the window, and I
press my toe a little against the rud
der to keep her straight. The plane
begins to skip; she wants to fly! Gen
tly I pull back the yoke, and with
one last bounce, the wheels rise
from the turf. The nose turns so
slightly into the wind. Wings level,
airspeed 65, and climb! The trees
reach for our wheels, but fall harm
lessly beneath us. I follow the
railroad tracks until the altimeter
says 1200, then I turn left, staying in
the pattern. The knot in my back is
gone. Steady and strong beats the
engine as we lazily find some alti
tude in the criSp morning air. The
airplane tells me she's ready ... I
guess I am, too.
.......
VINTAGE AIRPLANE

PASS

IT TO BUCK

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

P.O. Box 424, UNION, IL 60180

Forced landing

Have you ever had a forced land

ing? Was it a piece of cake or a
luck-out?
In all my flying of old airplanes,
now considered antiques, I've had
five. I was lucky; I didn't even
scratch anything. I could chalk it
up to the way I learned to fly, but
the fact is, in all of the five I was in
a position to put it down safely,
with a little luck, and not hurt my
self, the airplane, or any persons or
property.
The forced landing I wrote
about a while back, "Landing a
Stearman in the Desert," was the
only one while in the service. The
other four were all incidents, as
no damage resulted.
Let's go back to 1938 when I
was first introduced to the won
derful world of airplane flying.
We had a great variety of engines
in those days. There were still
some of the old Curtiss OX-5s fly
ing, some J-5 Wright Whirlwinds,
a couple of LeBlonds, and a
Warner. I also remember one
Gypsy-powered Travel Air. Then
there were the 50-hp Lycomings,
the 40-hp Continentals, the really
new 65 Continentals and Ly
comings, and even a 75-hp geared
Lycoming followed by the Conti
nental 80. About that time
Franklin came out with a 90 to
supplement their line of four
cylinder horizontally opposed 50s
and 65s.
Nobody trusted those engines!
For the pilots of that era, it was
their background and training that
emphasized flying from one forced
landing field to another. You al
ways had a place to land in your
10

JANUARY

2003

mind when you we re out of the

pattern. You found yourself sizing
up each and every fi eld that looked
suitable for a landing, and plan
ning in your mind how you'd set
up a base leg and get down.

I marvel at how

the old-timers

managed to go

cross-country

and make it

when I was taught

that you never

could trust that

engine ...

For many of the early years, the

engines held back the develop
ment of the airplanes. Engines
were just not reliable, and flying
was, as I said, from one forced
landing field to another. I marvel
at how the old-timers managed to
go cross-country and make it
when I was taught that you never
could trust that engine and you'd
better be spring loaded for disas
ter all the time.
Back in the '20s, Ed Heath, in his
Heath Feather, took three friends
in an OX-powered biplane. They
flew from Chicago to St. Louis, en
tered and won a race, and then flew
home again. Now that was an ac

complishment unheard of.

But let's review how the training
went back in those days.
First on the list was, "Fly the
plane!" Practice of the four funda
mentals (Climb, Turn, Straight and
Level, and Glide) was really em
phasized, and flying using the
attitude system was the norm.
Since all we had were taildraggers,
the landing attitude and the climb
attitude were always about the
same: the three-point landing atti
tude. Climb was with full throttle,
and IS-degree banks were used for
climbing turns.
The glide was with the wing flat
to the horizon and maybe just a
little down. And turns were either
30 degrees or forty-five degrees in
reference to the horizon.
The rectangle pattern, S-turns
across the road, and eights
around were all ground reference
maneuvers designed to get your
head out of the cockpit and make
you fly an intended pattern
across the ground.
Instrument flying wasn't even
in the picture. That kind of flying
was sometime in the future after
you learned to fly.
On takeoff it was always
drummed into the student to land
straight ahead. A 45 left or right,
and even a 90 to avoid obstacles,
was considered okay. Trying to
make it back to the field was sure

death. If you were headed for an

obstacle you couldn't avoid, it was
impressed on you to take it on the
wings. If the obstacle was trees,
you went between them and let
the wings soak up the energy-and
tried to keep from having the en
gine for lunch. This was gospel for
any forced landing.
Now you Navy guys keep your
cool; we flatlanders were nowhere
near water, so we had a much dif
ferent outlook than the Navy.
Whenever Navy pilots had a prob
lem they headed for water. On the
other hand, we landlubbers went for
the terra firma. "The more firma the
less terror," was the saying.
Again, the training was "know
your airplane" and "fly the air
plane." Get the nose down,
establish a glide, and then look for
a solution to your problem. Fuel?
Switch? Carb heat. Gauges. Do
what you could to assess the prob
lem, but don't forget, you have got
to land.
All approaches in those days
were I80-degree side approaches,
power off. In some cases a 90-de
gree side approach, power off. All
were to a precision spot. That was
no big problem. We always were
within glide distance of the place
of intended landing, and since we
practiced the ground reference ma
neuvers, we knew where our key
pOint was. From that point we
could and would make the spot.
All landings were from that key
position. If you were" ginning
along" (an old railroad engineer
term) at 2,000 feet or 5,000 feet or
600 feet, you strove to set up a
base leg and get to the key position
to accomplish a power-off landing.
Looking back, if we were at an
altitude way above pattern alti
tude, the choice was to spiral down
upwind of the field we'd picked
until we were at pattern altitude,
and then to fly the normal power
off side approach to a landing.
If we were already at pattern al
titude and downwind, all that was
needed was a field either right or

left of our position for an entry

onto a base leg and a landing.
If we were lower than that and
crosswind, then we were already
on a base. There was only one
thing to do-land the airplane.
With as many variables as there
are in flying an airplane, keeping
some of the basics in mind
helps. Being aware of the wind di
rection is a must. Knowing the feel
of your airplane in a normal
power-off glide is another. Know
ing how to make a ground track is

essential. Forget the electronic

gadgets in the cockpit.
You are about to be the very
first at the scene of an accident if
you blow it, so make it an inci
dent. Fly your airplane, put it
where you want to put it, and
worry about the paperwork, the
reporting, the radios, and what
other people think after you get it
on the ground.

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VINTAGE AIRPLANE

11

Communication

DOUG STEWART

NAFI MASTER INSTRUCTOR

In cooperation with NAFI, the

National Association ofFlight
Instructors, a new column is be
ing added to Vintage Airplane.
Please welcome Doug Stewart, a
NAFI Master Instructor who flies
out of Great Barrington, Massa
chusetts. Doug regularly instructs
in a Piper PA-12 Super Cruiser,
and has given more than 6,500
hours of dual instruction.
-Editor
perating out of a nontow
ered airport, as I do, I get to
hear all kinds of things over
the UNICOM frequency. And from
what I hear, one would think that
CTAF stands for "can talk away for
ever." Pilots from near and far seem
eager to push the transmit switch
and talk incessantly. But it seems as
if very few spend any time listening
before they talk.
As you might tell, our subject is
communication. In particular at
non towered airports, or anywhere
else that a common traffic advisory
frequency (CTAF) might be used,
such as in the New York VFR corri
dor down the Hudson River or at an
airport with a control tower when
the tower is closed.
Communication is defined in my
dictionary as "the exchange of
thoughts, messages, or the like as by
speech, signals, or writing." Right
now you are reading what I have
written. And I encourage you to re
spond in kind if we are to have true
dialogue, or communication . It
entails reception as well as trans
mission. I am sure that we all
understand this concept.

12

JANUARY

2003

Yet how often it is that we hear

over the UNICOM frequency, "Hey,
Podunk Airport, what's the active
today?" Unfortunately, this has just
been preceded by three pilots an
nouncing a departure, a downwind,
and a final for the runway in use. It
kind of makes me understand how
my wife feels when she says, "Doug,
you ' re not listening." If all pilots
would just monitor the CTAF for a
few minutes prior to making their
call, listening to the frequency
would answer many questions, and
free up somewhat what are often
very crowded frequencies. So please,
listen, before you talk.
Another thing that I notice all
too often is that many pilots iden
tify themselves with nothing more
than a tail number. In the towered
environment this is essential. With
out tail numbers , how else could
ATC provide and maintain separa
tion? But in nontowered airspace all
I can think is that if I am close
enough to you to read your tail
number, then why have we not
briefed each other on this forma
tion flight? Or perhaps you're
Chuck Yeager and can read tail
numbers from a mile away. Know
ing a tail number could help, but
for the vast majority of us, knowing
a tail number does nothing in help
ing the "see and be seen" separation
we need.
What is much more helpful is to
know the type of airplane, that is,
Aeronca or Piper or Waco or tail
dragger or Citation. Telling the
color helps , too. This way I know
what type of aircraft to look for, and
that tells me if you will be moving
faster or slower than I am.
When giving position reports, be
accurate. Better ye t , be accurate

three-dimensionally. When I hear

pilots announce that they are "three
out, inbound," I can't help but won
der, "Out where? Out to lunch?"
Remember that when tower con
trollers ask you to report "three
out," they already know from which
direction you are approaching their
airport. Here's what would be much
more helpful as a position report to
the CTAF of a non towered airport:
"Podunk traffic, red and white Su
per Cub, three to the west (be sure
you are to the west of the airport
and not vice versa) , inbound for
landing, descending out of 3,500
feet, Podunk traffic." This way I
know where you are three-dimen
Sionally, and further more, I have a
sense of how soon before you get to
the traffic pattern.
Remember, the whole purpose of
common traffic advisories is to aid
all pilots in the effective practice of
"see and avoid" collision avoidance
and separation. To this end it be
hooves us all to be accurate in the
reporting of our pOSition. On what
are sometimes extremely congested
frequencies it is important to be
short, sharp, and simple. This is not
the place to ramble on. Remember,
too, that good radio procedures do
not excuse us from using our eyes.
What would the pilot of a NORDO
J-3 Cub, flying the pattern perfectly,
think if he or she could hear some
long-winded pilot conclude a long
communication with, "Any other
traffic please advise"?
Good, effective communication
entails being precise and succinct. It
also entails listening attentively. It
is attention to these details that
makes the difference between a
good pilot and a great pilot. I hope
you strive to be the latter!
......

Dick Weeden, Brodhead, Wisconsin

pile to call it a basket case, much less

an airplane project. We don't talk
about non-icon airplanes like Rear
wins very often either. Enter Dick
Weeden of Brodhead, Wisconsin,
and his Rearwin Sportster. This is the
kind of antique airplane project
14

JANUARY

2003

more people can relate to because

it wasn't glued together with cash.
It was fashioned from equal
amounts of passion and determi
nation with a few junk airplane
parts thrown in to give it form.
Dick Weeden came out of the
Air Force in the mid-'SOs and im
mediately put his mechanic
experience to work on agricultural
equipment. Manure spreaders
among other things. Not very glam
orous, but his skill as a tool and die
maker put beans on the table. Then
it was on to a long career making
electric brakes and clutches for a
wide variety of applications. But avi
ation was never far away.
"As a teenager, I was the airport

kid. As a line boy, I worked for five

dollars a week and one hour of dual
in a Cub, but most of the time the
airplanes were too busy, so I didn't
get a lot of flying done at the time.
"I was a determined kid, how
ever. It was eight miles each way,
and I'd faithfully pedal my bicycle
out there just so I could work
around airplanes. It made me feel
as if I was part of aviation, and that
never went away."
Shortly after coming out of the Air
Force, family and career took over his
life and aviation slid to the fringes.
"I had gotten my A&P under the
G.I. Bill, more to use up the money
than anything else, but my flying
was held back by things like food

The 70 hp LeBlond motor is pretty

rare, but a round engine was top of
Dick 's list in desirable features for
the airplane he wanted to restore.

There was exactly one air

plane based there."
He went to work for Bill
Knight at Knight Manufac
turing, and it was pure
happenstance that Knight
and Kent joranlein were
rebuilding a Taylorcraft.
That was one of the ways
Dick got back into avia
tion; he became the A&P
mechanic on the project.
"By the early 1970s in
terest in sport aviation
began to rebuild in the
area, so I helped form
Chapter 431 and served as
its first president."
As Dick describes it, he
had always been into vin
tage airplanes-except that
when he was first turned
on to them, they weren't
"vintage," they were just
"used."
The interior of the Rearwin shows the same pride
"I started out with the
of workmanship Dick put into the exterior work.
little tailwheel airplanes
and stayed with them .
and shoes. It was 1976 before I fi Then, one day I looked around and
nally got my private certificate."
realized I was a vintage airplane guy
By the time Dick got his certifi and didn't even realize it. I hadn't
cate, he had been living in Brod changed, but the world sure had."
head for a few years. Today Brod
As he got back into aviation, he
head is known as a sport/vintage decided he wanted a true antique
aircraft haven , but it hasn't always airplane, something made in the
1930s, because he still saw most of
been that way.
"When I moved up there in '69 the postwar airplanes of his youth as
it was a dead airport. Totally dead.
used airplanes.
Dick Weeden is thrilled to aviate in the Sportster, which
he says is flying today thanks to the help given to him
by over 20 friends.

VINTAGE AIRPLAN E

15

"I didn't start out looking for a

Rearwin, but I knew I wanted a
round motor. Also, there were some
financial constraints, so I knew I
couldn't handle the bigger round
motor airplanes."
He found a really tired Rearwin
Sportster with a very usable 70 hp
LeBlond and along with partner Bud
Lebarre parted with $1,500 for it.
"We bought it from Vi Kapler,
who was an associate of Bernie
Pietenpol," Dick recalled. "I later
bought out Bud's half. He was build
ing a Hatz and already had a
Luscombe and felt he didn't need
three airplanes."
"The Rearwin was a pile of parts
in a hangar on Pietenpol field, and
there was a much better Funk in
there with it. The Funk was more
complete, but it had a flat motor, so
I wasn't interested."
He promptly mounted the
LeBlond on the Pietenpol he, Ted
Davis and Francis Saunders had built
during the mid-'80s.
liThe book TBO on a LeBlond is
200 hours, but I had 300 on it when
the crankshaft finally broke. The
early two-bearing LeBlonds had this
nasty habit.
liThe Rearwin had flipped on its
back during a landing in a farmer's
field. And when I found it, it had
16

JANUARY

2003

only one wing, and t hat was only

good for patterns, although the fit
tings for both wings were there. The
tail and landing gear were included,
but they were really rusty, and the
fuselage had buckshot dents in vari
ous places.
liThe good news was that the air
plane was cheap. The bad news was
that the airplane had no paperwork."
The lack of paperwork put him
on a detective trail to try and gener
ate a legal pedigree that the FAA
would recognize and would allow
him to certificate the airplane, when
finished.
"I had the N number, so I ran
backwards with it and found the
last registration had been to three
brothers named Andrews in Bay
City, Wisconsin, sometime in the
late 1950s. I called every Andrews
in the book, eventually finding one
of the brothers, who was the only
one still alive.
"He barely remembered owning
the airplane, and when I asked him
if he'd sell it to me, I'm not certain
he understood how he could sell
something he didn't have. Finally, I
got him to sign a bill of sale, and
that made the airplane officially
mine and officially legal."
When he started working on the
airplane, none of its condition sur

prised him, but it was obvious he

was going to need more than just a
little patching up.
liAs you'd expect the rear longerons
were in bad shape, and the buckshot
had made a mess out of parts of it.
The firewall station tubing wasn't
rusted through, but it didn't look
very good, so it had to go, too. By
the time I was done I'd replaced a
good portion of the fuselage tubing
one piece at a time. Ted Davis did the
welding for me."
The years take their toll on any
airplane, but when it has been
damaged and the remains shift
from owner to owner, pieces in
evitably earn far more than their

Light Sport Aircraft

Sport Pilot/Light-Sport
Aircraft at a Glance

What's the Status of the Rule?

EM stresses importance of sport pilot rule to new administrator

Just heard about the sport pilot proposal?

Here's a quick review of what the pro
n October, FAA advised EAA that it was nearing completion of the sport
posed rule offers. First, the proposal would
p
ilot fin al rul e an d an ticipated t ran sferring it to the Depart ment of
establish a new pilot rating to be called
Transportation (DOT) by the end of 2002. DOT will h ave 90 days to
"sport pilot," which would allow such pi
complete its review. Following DOT approval, the rule will go to the Office
lots to operate in day, VFR (visual flight
of Management and Budget (OM B). Like DOT, OMB will h ave 90 days to
rules) conditions flying lightweight air
complete its review. Previously, DOT and OMB h ad 60-day review periods;
craft. This will make access to flying eas
ier for the following reasons:
that timefram e h as been extended because of increased workloads related
1. New pilots seeking asport pilot certificate
to security issues. FAA will be providing briefin gs to DOT an d OMB in the
will be able to learn how to fly powered
hope of reducing the length of th ose review periods.
aircraft (fixed-wing airplanes, weight-shift
By Congressional mandate, FAA must fina lize this rule no later than 16
trikes, powered parachutes, gyroplanes,
month s after th e closin g of t h e comm ent pe riod for the notice of pro
or airships) in as little as 20 hours of flight posed rulemaking (NPRM). For the sport pilot rule, th e 16-month deadline
instruction, or 10 hours for unpowered
ends in September 2003. Whil e fin alizing the rule, th e FAA sport pilot
gliders, saving both time and money. All
team is also actively developing many of the support materials that will be
time logged as asport pilot can be applied
necessary for the implementation of the rule.
toward higher ratings.
On October 21, EAA Executive Vice President Bob Warner met with new
2. Sport pilots will be able to use a valid dri
FAA
Administrator Ma rio n Blakey. During that m eeting Warner under
ver's license as their medical certification,
scored the sign ificance of the sport pilot/light-sport aircraft (SP/LSA) regu
eliminating the expense required to pass
latory package and the importan ce of FAA completing the "fin al stretch "
an FAA medical exam.
of
its multi-year investment in this effort. In addition, EAA continues to
3. Private pilots or higher can fly any light
stress
the importance of this rulemaking proj ect to the DOT.
sport aircraft in the categories and classes
for which they are rated, creating more op
portunities for them to own or rent aircraft. " - - - - - - - - - - - - - - - - - - - - - - - - - - - - .
4. Private pilots or higher may also choose two-place, single engine (nonturbine), unpres 2,754 comments, many of which suggested
.to exercise the privileges of a sport pilot surized aircraft that has:
changes to these parameters. FAA has stated
. 'and operate any sport-pilot eligible air 1. A maximum gross takeoff weight of 1,232 that many of those comments demonstrated
craft in the categories or classes in which
pounds or less, or 660 pounds if a lighter valid concerns and has indicated that some
they are rated using their valid driver's li
than-air aircraft.
changes will be made as aresult of those puir
cense or third-class medical as their med 2. A maximum stall speed in the landing con lic comments. However, those changes will
ical certification.
figuration of 44 mph or less.
not be known until the final rule is issued.
5. Less expensive ready-to-fly aircraft than 3. A maximum stall speed without the use of Sport-pilot eligible aircraft may be certificated
those currently offered in the certificated
lift-enhancement devices of 51 mph or less. as an experimental amateur-built aircraft, apri
market will be available. Aircraft kits of any 4. A maximum speed in level flight at maxi mary category aircraft, or astandard category
percentage of completion will be available
mum continuous power of 132 mph.
aircraft. In addition, sport pilots may operate
in the proposed experimental light-sport air 5. Afixed-pitch or ground-adjustable propeller. aircraft that will be certificated in the proposed
craft category.
6. A fixed landing gear, except in the case of new experimental light-sport aircraft and spa
In the sport pilot notice of proposed rulemak
seaplanes, which may have repositionable ciallight-sport aircraft categories.
ing (NPRM) that was published in January
landing gear.
More details about the SP/lSA proposal
2002, FAA proposed that a pilot exercising During the comment period for this NPRM, can be found on EAA's sport pilot website,
the privileges of a sport pilot could fly any which closed in ear1y May, the FAA received www.sportpi/ot.org.

www.sportpilot.org

Consensus Standards Development Progressing

EAA has a leading role

AA's proposal to use industry consensus standards
as the method of certification for the proposed
light-sport aircraft (LSA) category as opposed to
type certification is a new approach, and a challenging
one for both the industry and FAA. Essentially, a volun
tary consensus standards committee must develop the
standards for light-sport aircraft before any new special
light-sport aircraft can be designed, built, or sold.
Sport pilots can fly existing aircraft in the experimen
tal amateur-built, primary, and standard categories that
meet the operating characteristics outlined in the sport
pilot proposal. Other aircraft that would appear to meet Left, Earl Lawrence, EM vice president of government
the proposed requirements for LSA must comply with and industry relations, and Dan Schultz, ASTM manager
the consensus standards before they can be sold as for the Light-Sport Aircraft Committee, confer at meet
such. The consensus standards must encompass the fol ings during EAA AirVenture Oshkosh 2002.
lowing issues:
1) Design and performance criteria,
By late October, several consensus standards docu
2) Quality assurance requirements,
ments were re leased for balloting within the LSA com
3) Production acceptance, and
mittee. The powered parachute subcommittee released
4) Continued operational safety/airworthiness moni
the drafts of the quality assurance and the continuing
toring.
airworthiness standards, while work continues on a
A voluntary consensus standards committee was es
draft of the design and performance standard for pow
tablished under the guidance of the American Society ered parachutes. The fixed-wing aircraft subcommittee
for Testing and Materials (ASTM) in April of this year. released the draft of the design and performance stan
Subcommittees were created representing fixed-wing, da rd, and the cross-cutting issues subcommittee re
weight-shift, powered parachutes, gyroplanes, leased the engine design specifications.
sailplanes, and lighter-than-air aircraft, as well as cross
Following ASTM protocol, once a subcommittee
cutting issues that affect all segments.
completes a draft document, that document is balloted
The subcommittees met during EAA AirVenture and open for review by all members of the LSA commit
Oshkosh 2002 with ASTM LSA project manager Dan tee. Committee members then vote to accept the draft
Schultz. In September, the LSA committee gathered at document or offer their suggestions for revision. This
ASTM's headquarters in West Conshohocken, Pennsyl
ballot/review process continues until all members of the
vania. At that meeting the LSA Executive Subcommittee LSA committee accept the document as an acceptable
was established, including:
standard. Once accepted by that committee, the stan
dards are balloted to the ASTM in general.
Earl Lawrence, EAA, chairman
Upon confirmation that all documents have been ap
Eric Tucker, Kodiak Research, vice-chairman
Larry Burke, LAMA (Light Aircraft Manufacturers proved via ASTM protocol, the consensus standards will
Association), recording secretary
be delivered to FAA for review and publication as the of
ficial certification standard for light-sport aircraft.
Phil Lockwood, Lockwood Aviation Supply, mem
For more information about the consensus standards
bership secretary
development, visit the ASTM website, www.astm.org;
Scott Sedgwick, FAA, member at-large
click on Technical Committees, and then select F37
Tom Gunnarson, USUA, member at-large
Light-Sport Aircraft.
Andy Werking, AOPA, member at-large

Toll-Free Sport Pilot Hot Line Number

EAA has established a special sport pilot information hot line. If you have questions about the sport
pilot certificate, experimental or special light-sport aircraft, or the new repairman ratings, please call
B77/359-'I232 or B77/FLV-'I232
When you call the above number, you'll be connected with a member of EAA's Aviation Information
Services Office.
2

December 2002

vvvvvv.sportpilot.org

EAA Plays Key Role In

Preparing for the Rule

Clarifying the Confusion

EAA Explain s the Sport Pilot Rule

Test standards, designated pilot exam

iners, and designated airworthiness
representatives being established

When the sport pilot/light- sport air

craft (SP/LSA) rule becomes effective,
many piec es of the pilot/aircraft puzzle
need to be in place before enthusiasts can
take advantage of the benefits the rule of
fers. FAA is currently developing an advi
sory ci rcular (AC) that will det ail the
process for transitioning oneself to a sport
pilot certificate as well as the process for
transitioning ultralights for which the reg
istration status must change. That AC is
scheduled to be released in conjunction
with the SP/LSA rule.
In cooperation with EAA and other in
dustry leaders, FAA is also developing the
practical test standards (PTS) and knowl
edge tests that sport pilots and sport pilot
instructors will be required to pass.
In October, Earl Lawrence, EAA vice
president government and industry rela
tions, and Timm Bogenhagen, EAA ultralight
and sport pilot programs manager, along
with Sean Elliot, president of the National
Association of Flight Instructors (NAFI)-an
EAA affiliate organization-participated in
an FAA meeting to review the draft PTS and
knowledge test documents.
The associations and FAA representa
tives also discussed the establishment of
designated pilot examiners and other tran
sitioning issues for pilots and aircraft. Re
cent changes to FAA's designated airwor
th iness
representative
(DAR)
program-specifically the addition of ama
teur-built (AB) OARs- will help with the
transition of aircraft previously flown as ul
tralights or ultralight trainers to experimen
tal light-sport aircraft certification.
vvvvvv.sportpilot. org

As EAA staff members traveled around the country this year discussing
the proposed sport pilot/light-sport aircraft rule changes with members and
enthusiasts, it's become apparent that there's a lot of confusion about the
rule and its practical use. That's not surprising. This is a comprehensive
rule. In fact, it is essentially three rules in one package, including:
1. New sport pilot ratings, including student pilot, pilot, and instructor
ratings.
2. A new aircraft category-light-sport aircraft-with two levels of certifi
cation: special light-sport aircraft and experimental light-sport aircraft.
3. Two new airman maintenance ratings tied specifically to the new light
sport aircraft category-a repairman certificate with maintenance privileges
for the special light-sport aircraft category and a repairmen certificate with
inspection privileges for the experimental light-sport aircraft category.
It's important to keep in mind that the proposed rules that apply to a
sport pilot do not necessarily apply to private pilots or higher who fly ei
ther of the two new categories of light-sport aircraft, and vice versa. For ex
ample, a sport pilot may fly any aircraft that meets the definition of a light
sport aircraft, but the aircraft does not need to be certificated as a
light-sport aircraft. In other words, a sport pilot may fly an aircraft certifi
cated as:
1. A special light-sport aircraft or an experimental light-sport aircraft, or
2. An experimental amateur-built aircraft (note the aircraft's certification
does not change, nor do its operating limitations or its maintenance re
quirements), or
3. A primary category aircraft-Quicksilver GT-SOO or RANS S-7C, or
4. A standard category (type-certificated) aircraft (note again, the air
craft's certification and maintenance requirements do not change).
Likewise, the pilot of an aircraft that is certificated in the light-sport air
craft category does not have to be a sport pilot. A certificated pilot with any
rating can fly an experimental or light-sport aircraft as outlined in that air
craft's operating limitations. Specifically, the holder of a private pilot certifi
cate, or h igher, may elect to fly either a special light-sport aircraft or an ex
peri mental light-sport aircraf . This pilot would only need to meet the
category/class requirements of his/her individual private pilot's certificate.
With regard to maintenance and inspection issues, the two new repair
man certificates for light-sport aircraft do not affect any preventive mainte
nance, maintenance, or inspection requirements for the experimental ama
teur-built, primary, or standard category aircraft that sport pilots may fly.
However, owners of special or experimental LSA will be reqUired to
maintain their aircraft in accordance with the proposed maintenance
guidelines. A repairman certificate with a maintenance rating will be re
quired for maintaining and inspecting special LSA. To obtain this rating, an
individual must attend and meet all requirements of an 80-hour mainte
nance course.
A repairman certificate with an inspection rating will be needed to per
form inspections on experimental LSA. To obtain this rating, an individual
must attend and meet all the requirements of a 16-hour inspection course.
The owner can do routine preventive maintenance.
In the accompanying charts, we've attempted to visually clarify the pilot
requirements and operation, maintenance, and certification requirements
as associated with the SP/LSA proposal.
3

Pilot Rating
Private

Recreational

Sport

Ultralight
(FAR Part
103 Legal)

Minimum medical required

when exercising this category
of pilot privileges

3rd class

3rd class

Valid U.S.
driver's license

None

Minimum hours required to

o btain rating

40

30

20

n one

Hy aircraft with no horse

power limitation, no seating
limitation, VFR &: !FR, with
appropriate type rating

yes

no

no

no

H y aircraft of 180 hp or less,

4 seats or less

yes

yes

no

no

Hy aircraft that meet defini

tion of a light-sport aircraft

yes

yes

yes

no

Hy a t nig ht-in properly

equi pped aircraft

yes

yes, with CFI

endorsem ent

no

no

H ight hours logged applica

ble to higher rating

yes

yes

yes

no

Passenger limit

No limit

One

One

No passen ger
carrying
all owed

Category

I.egal Uses

Mi .. imum ItClti ..g

Needed to Mai .. tai..

A ....ual Conditio..
".sl,eelion Uy

1. xaml,les

Certification
AI'I,roved Uy

Standard
Category

Personal, Charter,

Rental, Air Taxi,

Flight Instruction

A&P

IA

Some Piper Cub

Taylorcraft,
o r Aeronca Champ

FAR Part 23

Primary
Category

Person al,

Rental,

Flight Instruction

A&P

IA

RANS S-7, or
GT-SOO

Equivalence with
JAR-VLA & other
accepted standards

Experimental Personal, including

A m a t e urprinlary and

Built
transition t raining

Owne r

Holder of repairman
certifica te for this
particular a ircraft,
or A&P

Sonex
Zenith 601, 701
RANS, KitFox
Kolb, etc.

FAA inspector or DAR.

Operating limi tations
define use of aircraft.

Sp ecial
Lig ht-Sport
Airc raft

Not yet designated

Repairman
Repainnan
w/mainten ance rating, w/main ten ance rating
orA&P

Personal,

Ren tal,

Flight Instruction

Exp erbnental Personal, including

Kit
primary training

Li g ht -Spo rt

Ultralig ht

Person al

Must meet ASTM LightSport Aircraft Design

and Quality Standard

Ow n er

Owner who holds

repairman inspection
ra ti ng, or Repairman
w/main tenance
rating, o r A&P

Not yet designated

FAA inspector or DAR.

Note: Kit mfr. must
show comp liance
with consensus
standard.

Owner

Non e required

Various fixed-Wing
aircraft, powered
p arachutes, and
trikes

None

For complete information about the proposed sport pilot rules, visit EAA's sport pilot website

www.sportpilot.org. To join EAA and support the association's efforts in promoting these rule
changes, call 1-800-JOIN-EAA, or visit EAA's website-www.eaa.org.
4

December 2002

www.sportpilot.org

share of nicks and dings.

"The sheet metal wasn't in much
better shape than the tubing. The
door metal was okay, and I was able
to save two window frames, but that
was about it. Plus, I was able to get a
speed ring off a parts airplane."
When a lot of people look at the
airplane they automatically assume
the biggest parts hassle was with the
engine, but according to Dick that's
not the case.
liThe tires are a really odd size: 18
by 8 by 3. They are totally extinct,
and I only have two more, so I do
my best not to land on pavement. I
can use 800 by 4s with adapters, but
they just don't look right. It's a sub
tle difference, but it's noticeable. To
me anyway."
"Using the one wing as a pattern, I
built an entirely new
set using the original
fittings, which took
nearly two years.
When they were fin
ished, I had them
hanging on the
garage wall in front
of my wife's car, and
I'd tell her 'If you run
into them, I'll call a
divorce attorney.'
We got a new car,
and I worried about
her hitting them,
then, you guessed
it-I ran into them.
ge them too badly, but
it set me back a while and made me
feel like an idiot."
And then there was the engine.
The LeBlond was never a popular
engine, so a limited number were
produced, which makes engines
and/or parts an ongoing headache.
"This engine came out of a parts
airplane that Tom Brown had
pointed me to. It had been in a
garage fire, which destroyed the
wings, plus the cabane had been cut
off. The engine didn't look very
good, but, when we got it apart, it
surprised us by not being too bad.
liThe engine has a lot of basic
weak points with the valve springs

and valves being first on the list. In

fact, LeBlond owners don't greet
each other by saying hello; they say,
'Got any valves springs?' The
LeBlond uses 'volute' springs that
aren't too far removed from safety
pins and break constantly. I solved
that problem by going to 0-200
springs and valves as developed by
Al Barbuto. There are a lot of minor
mechanical changes that I couldn't
have made if it hadn't been for the
help of my local FAA FSDO guy, Tim
Anderson. He was super helpful.
"Rings are another problem, but
a nice lady at Hastings helped me
out. I gave her the bore and di
mensions, and she shipped me a
set of rings that were perfect."
For as old as it is, the Le Blond
has a few surprisingly sophisti
cated details, including the fact
that it uses ball bearings almost
everywhere.
"Thank goodness I had plenty
of spare bearings so that never was
a problem."
The magnetos on the old oil
burner are Scintilla SB5s that would
make your local maintenance shop
laugh out loud, if you brought them
in . Dick, however, knew exactly
where to go for that kind of expert
ise-Lowell White in Mesa, Arizona.
To White the SB5 was just another
magneto in severe need of TLC.
"To rebuild the carb, I got a hold
of everyone who might have even
the smallest part for sale or trade,
but the Antique Airplane Associa
tion came through with lots of
good carburetor stuff off a parts en
gine they had. The prop hub came
off the parts airplane."
"When I covered the airplane, I
used the Poly-Fiber system through
silver, then switched over to Ran
dolph dope. The first color to go on
was the Sandalwood trim, followed
by the Boston Maroon trim, and
then the Tennessee Red main color.
The colors and the scheme are what
the factory used as indicated by
Rearwin brochures and Bill Wright's
Rearwin book.
"To be absolutely original, I should

have stayed with the tail skid, but I'd

had a bad experience with a skid on
my Pietenpol-I ground looped and
hit a car. However, the tailwheel was
a Rearwin option, so I don't feel too
bad about it.
"The brakes are multi-disk affairs
not unlike bicycle brakes, and they
work just right. They are cable oper
ated via heel pedals, but you only
need them for ground handling in
tight places. The pulleys for the ca
ble were an odd size, and I couldn't
find any, so I turned them up out of
quarter-inch Formica and put bronze
bushings in them for the bolts to
ride on.
"I'm especially pleased with the
way the windshield turned out. The
frames were completely missing, so
we had nothing for a pattern. I got
as many pictures as I could of the
right time period and scaled the pat
terns off the photos. It's a three-piece
windshield and takes a lot of fram
ing to hold it all in place."
The airplane flew for the first
time July 7, 2002, and the goal was
to get it to Oshkosh a few weeks
later. However, because the engine
has some experimental parts, the
FAA made Dick fly 25 hours in the
local area, which meant he was a
busy little pilot for the weeks just
prior to Oshkosh 2002.
Dick is quick to give credit to his
many friends on the airport at Brod
head, as well as a host of others. "A
lot of guys helped with this-Matt
Smith, Dennis Hall, Lee Stenson, Bill
Weber and my son, Mike an ex-KC
135 driver. As you can imagine, there
was no shortage of volunteer pilots."
The prop is a Sensenich 78 by 50,
which lets the engine turn up 1750
rpm static. The red line is 1950 rpm,
and Dick says it cruises at 1600-1650
rpm and about 80-85 mph.
So now Dick Weeden has his
round motor, antique airplane. More
than that, he has an award winner,
and when standing by the nose an
swering questions he can proudly
say, "I did it myself, with a lot of
help from my friends." Not many
folks can make that claim.
.......
VINTAGE AIRPLANE

17

Cessna 150/152 Club

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JANUARY 2003

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Cessna T501"Bamboo Bomber"

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PHONE: 612-433-3024

JUDI MATUSCAK
6262 BREVER ROAD
BURLINGTON, WI 53105-8915
PHONE: 262-539-2495

MIKE DEVROY
P.O. Box 5102
VERNON HILLS, IL 60061-5102

jja@Wrmed.com
www.cessnat50.org

bjmatus@speeddial. net

Cessna Owner Organization

KURT HARRINGTON
P.O. Box 5000
lOLA, WI 54945-5000
PHONE: 888-MYCESSNA, EXT 118
OR 71 5-445-4053
help@cessnaowner.org
www.cessnaowner.org

$421YR; MONTHLY NEWSLETTER

Cessna Pilot's Assoc

JOHN FRANK
3409 CORSAIR CIR; P.O. Box 5817
SANTA MARIA, CA 93455
PHONE: 805-922-2580
FAX: 805-922-7249
cpa@cessna.org or www.cessna.org

$45 US, MEXICO & CANADA, $55 INT'L.

CPA MAGAZINE

Citabria
C/o BELLANCA CHAMPION CLUB
ROBERT SZEGO
P.O. BOx 100
COXSACKIE, NY 12051-0100
PHONE: 518-731-6800
szegor@bellanca-championclub.com
www.bellanca-championclub.com

$35IYR--$63/2 YRS;FOREIGN $41/YR--$68/2

YRS; QUARTERLY B-C CONTACT!

Culver Aircraft Association

DAN NICHOLSON
723 BAKER DRIVE
TOMBALL, TX 77375
PHONE: 281-351-0114
dann@gie.com

CONTACT THE CLUB

Culver Club
LARRY Low
60 SKYWOOD WAY
WOODSIDE, CA 94062
PHONE: 650-851-0204
DUES: $20IYR
3 NEWSLETTERSIYR

Culver Dart Club

LLOYD WASHBURN
2656 EAST SAND ROAD
PORT CLINTON, OH 43452-2741
PHONE: 419-734-6685
washlloydburn@cros. net

Culver PQ-14 Association

TED HEINEMAN
29621 KENSINGTON DRIVE
LAGUNA NIGUEL, CA 92677
PHONElFAX: 949-495-4540

Fairchild Club
JOHN W. BERENDT
7645 ECHO POINT ROAD
CANNON FALLS, MN 55009
PHONE: 507-263-2414
fchld@rconnect.com
www.fairchildclub.com

$15IYR; QUARTERLY NEWSLETTER

Fairchild Fan Club

ROBERT L. TAYLOR
P.O. Box 127
BLAKESBURG, IA 52536
PHONE: 641-938-2773
FAX: 641-938-2084
aaaapmhq@pcsia.net

$15IYR; 3 NEWSLETTERS/YR

International Fleet Club

SANDY BROWN
P.O. Box 511
MARLBOROUGH , CT 06447-0511
PHONE: 860-267-6562
FAX: 860-267-4381
flyboy@ntplx. net

DUES: CONTRIBUTIONS
NEWSLETIER: 3-4IYR.

Funk Aircraft Owners Association

THAD SHELNUTT
2836 CALIFORNIA AVENUE
CARMICHAEL, CA 95808
PHONE: 916-971 -3452
pilotthad@aol.com

$121YR; 10 NEWSLETTERSIYR.

Great Lakes Club

BRENT TAYLOR
P.O. Box 127
BLAKESBURG, IA 52536
PHONE: 515-938-2773
DUES $15
NEWSLETTER: 3 16 PG NEWSLETTERS/YR.

American Yankee Assoc. (Grumman)

STEW WILSON
P.O. Box 1531
CAMERON PARK, CA 95682-1531
PHONE: 530-676-4292
FAX: 530-676-3949

Canadian Harvard Aircraft Assoc.

GREG BURNARD
P.O. BOx 774
WOODSTOCK, ON, N4S 8A2
CANADA
PHONE: 519-842-9922
FAX: 519-649-0471
harvardpilot@hotmail.com
www.chaa.ca

$35IYR; THE "ROAR" QUARTERLY NEWS

&coupe Owners Club

Hatz Club

CAROLYN T. CARDEN
P.O. Box 7117
SHALLOTTE, NC 28470-7117
PHONE: 910-575-2758

ROBERT L. TAYLOR
P.O. Box 127
BLAKESBURG, IA 52536
PHONE: 641-938-2773
FAX: 641 -938-2084

coupecaper@aol. com
www.ercoupe.org

$30IYR; MONTHLY NEWSLETTER

aaaapmhq@pcsia.net

$15; "HATZ HERALD" 3IYR.

Thayer5@mindspring.com
www.hatzbiplanes.org

$20/YR; QUARTERLY NEWSLETTER

Heath Parasol Club

WILLIAM SCHLAPMAN
6431 PAULSON ROAD
WINNECONNE, WI 54986
PHONE: 920-582-4454

Howard Club
DAVID SCHOBER
P.O. Box 52
VOLGA, WV 26238
HowardClub@aol.com
www.members .aol.com/ HowardClub

Interstate Club
ROBERT L. TAYLOR
P.O. Box 127
BLAKESBURG, IA 52536
PHONE: 641 -938-2773
FAX: 641-938-2084
aaaapmhq@pcsia.net

$15IYR; INTERSTATE INTERCOM - 3IYR.

Luscombe Association
STEVE & SHARON KROG
1002 HEATHER LANE
HARTFORD, WI 53027-9045
PHONE: 262-966-7627
FAX: 262-966-9627
sskrog@aol.com

$25 US & CANADA; $30 FOREIGN

6 NEWSLETTERSIYR.

Continental Luscombe Assoc.

GORDY AND CONNIE BIRSE
29604 179TH PLACE, SE
KENT, WA 98042
PHONE: 253-631 -8478
WizardBE@msn.com or www.luscombe-cla.org

DUES: $15 US; $17 .50 CANADA; $25 FOR

EIGN - ALL US FUNDS

Maule Rocket Association (MRA)

DAVID NEUMEISTER
5630 S WASHINGTON
LANSING MI 48911 -4999
PHONE: 800-594-4634
FAX: 517-882-8341 /800-596-8341
aircraftnews@yahoo.com

DUES: $23.50/1 YR.; $30.50/2 YRS

NEWSLETTER: 12 ISSUES

Meyers Aircraft Owners Assoc.

WILLIAM E. GAFFNEY
24 ROUTE 17K
NEWBURGH , NY 12550
PHONE: 845-565-8005
FAX: 845-565-8039
POSTAGE FUND DONATION
5-6 NEWSLETTERS IYR.

Monocoupe Club
BOB COOLBAUGH, EDITOR
18404 BEL PRE ROAD
CULPEPER, VA 22701
PHONE: 540-829-9375
monocoupe@earthlink.net
www.monocoupe.com

DONATION TO SUPPORT WEBSITE

NEWSLETTER ON WEBSITE ONLY
VINTAGE AIRPLANE

19

Mooney Aircraft Pilots Assoc.

Cub Club

Schweizer 1-26 Association

LELA HUGHES
140 HEIMER RD, STUIE 560
SAN ANTONIO, TX 78232

STEVE & SHARON KROG

1002 HEATHER LANE
HARTFORD, WI 53027-9045
PHONE: 262-966-7627
FAX: 262-966-9627
sSkrog@aol.com
www.culrclub.com
$25 US & CANADA;$30 FOREIGN
6 NEWSLETIERS/YR.

BOB HURNI
516 E MEADOW LANE
PHOENIX, AZ 85022
PHONE: 602-993-8840
bhurni@aol.com
www.126association.org
$15/YR; 1-26 ASSOC NEWSLETIER

Western Assoc. of Mooney Mites

BEN FAVRHOLDT
757 W. PUTNAM AVENUE, #6
PORTERVILLE, CA 93257
PHONE: 559-782-8925
n6mx@sosinet.net
www.mooneymite.com

N3N Restorers Association

H. RONALD KEMPKA
2380 RD 217
CHEYENNE, WY 82009
PHONE: 307 -638-2210
wyn3n@aol.com
$20/YR, QUARTERLY NEWSLETIER

Flying Apache Association

JOHN J. LUMLEY
6778 SKYLINE DRIVE
DELRAY BEACH, FL 33446
PHONE: 561-499-1115
FAX: 561-495-7311
flyingapache@cs .com
$25/YR.; QUARTERLY NEWSLETIER

Short Wing Piper Club, Inc

GARY RANKIN
PMB 335, 16420 MCGILLIVRAY #103
VANCOUVER, WA 98683-3461
PHONE: 360-833-9921
FAX: 360-833-1074
Flynavion@yahoo.com
www.navionsociety.org
$50/YR; BI-MONTHLY NEWSLETIER

ELEANOR AND BOB MILLS, EDITORS

220 MAIN ST
HALSTEAD, KS 67056
PHONE: 316-835-3650
FAX: 316-835-3357
membership@shortwing.org
www.shortwing.org
DUES: $30/YR
NEWSLETIER: BIMONTHLY

Navion Skies Type Club

L-4 Grasshopper Wing

RALEIGH MORROW
P.O. BOx 2678
LODI , CA 95241-2678
PHONE: 209-367-9390
209-367-9390
Navionl@inreach.com
www.navionskies.com
$45/YR; MONTHLY NEWSLETIER;
ALSO E-NEWSLETIER

BILL COLLINS
RR 2 , BOx 619
GOULD, AR 71643-971 4
PHONE: 870-263-4668
DUES: $10/YR US; $15 CANADA;
$20 FOREIGN - ALL US FUNDS
NEWSLETIER: 6/YR

American Navion Society

Brodhead Pietenpol Association

DONALD CAMPBELL
221 N LASALLE ST, STE 3117
CHICAGO, IL 60601
www.pietenpol.org

Super Cub Pilots Association

JIM RICHMOND
P.o. Box 9823
YAKIMA, WA 98909
PHONE: 509-248-9491
answers@cubcrafters.com
www.cubcrafters.com

Stearman Restorers Association

JACK DAVIS
1209 SAN MARINO AVENUE
SAN MARINO, CA 91108
PHONE: 626-792-0638
davco@stearman.net or www.stearman.net
$35; 4 NEWSLETIERS/YR.

Stinson Historical and Restoration

Society (l08)
ROBERT TAYLOR
P.O. BOx 127
BLAKESBURG, IA 52536
PHONE: 641-938-2773
FAX: 641-938-2084
aaaapmhq@pcsia.net
$24; SHARS - 3 NEWSLETIERS/YR

International Stinson Club

JAMES D. COLE
7305 LLANO ROAD
ATASCADERO, CA 93422
PHONE: 805-461-5522
JIMCOLE@FIX.NET
www.aeromar.com/ swsc.html
DUES: $30/YR
NEWSLETIER: 11/YR

National Stinson Club

GEORGE ALLEMAN
1229 RISING HILL ROAD WEST
PLACERVILLE, CA 95667
PHONE/FAX: 530-622-4004
nscgeorge@dweb.com
$20 US & CANADA; $25 FOREIGN
4 NEWSLETIERS/YR

Swift Association, SMF, Inc.

CHARLIE NELSON
P.O. Box 644
ATHENS, TN 37371
PHONE: 423-745-9547
SWIFT PARTS 423-744-9696
swiftlychs@aol.com
www. napanet.netj-arbeau/ swift/
www.swiftparts.com
$30IYR; MONTHLY NEWSLETIER

Piper Cherokee Pilots Association

Porterfield Airplane Club

P.O. Box 1996

LUTZ, FL 33548
PHONE: 813-948-3616
$34/US;$36 CANADA & MEXICO;
$44 FOREIGN; 11 ISSUES/YR.

CHUCK LEBRECHT
91 HICKORY Loop
OCALA, FL 34472
PHONE: 352-687-4859
$5/YR; QUARTERLY NEWSLETIER

Piper Owner Society

Rearwin Club

P.o. Box 5000

lOLA, WI 54945
PHONE: 866-MYPIPER
71 5-445-4053
help@piperowner.org
www.piperowner.org
$421YR; MONTHLY MAGAZINE

ROBERT L. TAYLOR
P.O. Box 127
BLAKESBURG, IA 52536
PHONE: 641-938-2773
FAX: 641-938-2084
aaaapmhq@pcsia.net
$1 5; REARWIN REGISTER - 3/YR

GERRY AND CAROL HAMPTON

3195 BONANZA DRIVE
CAMERON PARK, CA 95682
PHONE: 530-676-7755
annie@calweb.com
www.napanet.net/- arbeau/ swift
DUES: $1 5IYR
NEWSLETIER: MONTHLY

International Comanche Society

International Ryan Club

Taylorcraft Owners Club

HARLEY MCGATHA
50 COUNTY ROAD 537
CENTRE, AL 35960
PHONE: 405-491-0321
FAX: 405-491-0325
icsadmin@keytech.com
www.comancheflyer.com
$64; COMANCHE FLYER MAGAZINE

BILL HODGES
19 STONEYBROOK LANE
SEARCY, AR 72143-6129
PHONE: 501-268-2620
recruit@csw.net
DUES: $20/YR; $25 OVERSEAS AIRMAIL
AND CANADA
NEWSLETIER: QUARTERLY

BRUCE BIXLER II
12809 GREENBOWER, NE
ALLIANCE, OH 44601
PHONE: 330-823-9748
TOACPREZ@YAHOO.COM
www.taylorcraft.org
DUES $121YR
NEWSLETIER: QUARTERLY

20

JANUARY 2003

West Coast Swift Wing

VirginialCarolinas
Taylorcraft Owners Club
TOM PITIMAN
RT. 6 , BOx 189
ApPOMATOX, VA 24522
PHONE: 434-352-5128
vetoe6@juno.eom
www.vetoe. org

$10/YR; QUARTERLY NEWSLETTER

Travel Air Club

ROBERT TAYLOR
P.O. BOx 127
BLAKESBURG, IA 52536
PHONE: 641 -938-2773
FAX: 641 -938-2084

Cross & Cockade

Flying Fanners International

BOB SHELDON
14329 S CALHOUN AVENUE
BURNHAM, IL 60633
PHONE: 708-862- 1014
$15/YR.; BI-MONTHLY NEWSLETTER

KATHY MARSH
2120 AIRPORT RD, P.O. BO 9124
WICHITA, KS 67277
PHONE: 316-943-4234
FAX : 316-943-4235

Florida Antique
Biplane Association, Inc.
LARRY ROBINSON
10906 DENOEU ROAD
BOYNTON BEACH, FL 33437
PHONE : 561-732-3250
FAX: 561-732-2532
BeyeView@aol.eom
$48/yr.; The Flying Wire newsletter

aaaapmhq@pesia.net

$15/YR; TRAVEL AIR TAILS - 3/YR

Travel Air Restorers Association (TARA)

JERRY IMPELLEZZERI
4925 WILMA WAY
SAN JOSE, CA 95124
PHONE: 408-356-3407
$15/YR; QUARTERLY NEWSLETTER

Travel AirlStaggerwing
Museum Foundation, Inc.
KAREN GARRICK
P.O. Box 550
TULLAHOMA, TN 37388
PHONE: 931 -455- 1974

National Biplane Association

CHARLES W. HARRIS
P.O. BOX 470350
TULSA, OK 74147-0350
PHONE: 918-622-8400
FAX: 918-665-0039
ewh@hvsu.eom
www.nationalbiplaneassn.org

$25 INDIVIDUAL;$40 FAMILY

ADD $10 FOREIGN;
QUARTERLY MAGAZINE

North American Trainer Association

$40/YR; 4-5 NEWSLETTERS /YR.

KATHY & STONEY STONICH

25801 NE HINNESS RD
BRUSH PRAIRIE, WA 98606
PHONE: 360-256-0066
FAX : 360-896-5398

American Waco Club

natrainer@aol.eom
www.natrainer.org

staggerwing@midtnn.net
www.staggerwing.eom

PHIL COULSON
28415 SPRINGBROOK DRIVE
LAWTON, MI 49065
PHON E: 269-624-6490
Reoulson516@es.eom
www.amerieanwaeoelub.eom

$25/YR; $30 FOREIGN

BI-MONTHLY NEWSLETTER

National Waco Club

ANDY HEINS
4278 CATALPA DR, #3
DAYTON, OH 45405
PHONE: 937-278-5654
waeoaso@aol.eom

$20/YR US; $25 FOREIGN

BI-MONTHLY NEWSLETTER

Western Waco Association

BARRY F. BRAN IN
P.O. Box 706
GROVELANE, CA 95321
PHONE: 209-962-6121
aflywago@juno.eom

$45 US & CANADA; $55 FOREIGN

QUARTERLY NEWSLETTER

Taildragger Club
ASA DEAN
16216 N 34TH WAY
PHOENIX, AZ 85032-3119
PHONE: 602-622-8335 CELL
asa@taildraggerelub.org
www.taildraggerelub.org/ tde

WWI Aeroplanes, Inc.

LEONARD OPDYCKE
15 CRESCENT ROAD
POUGHKEEPSIE, NY 12601
PHONE: 845-473-3679
$35/YR US; $40 FOREIGN
2 JOURNALS EACH 4 YRS

ORGANIZATIONS
American Aviation Historical Soc.

DUES: $5/YR
OCCASIONAL NEWSLETTER

BRUCE CUNNINGHAM
2333 OTIS STREET
SANTA ANA, CA 92704-3846
PHONE: 714-549-4818

MULTIPLE AIRCRAFT ORGANIZATIONS

aahs2333@earthlink.net
www.aahs.online. org

Arcticlinterstate

$39 US; $44 CANADA; $57 FOREIGN;

QUARTERLY NEWSLETTER & JOURNAL

DAVID NEUMEISTER
1705 GROVENBURG ROAD
HOLT, MI 48842-8603
PHONE: 5 17-694- 1000 OR 800-594-4634
FAX: 517-694-2166 OR
800-596-8341
aireraftnews@yahoo.eom

International Deaf Pilots Assoc

CLYDE SMITH
1553 GRAVEL SPRINGS CIRCLE
JACKSONVILLE, ILL 62650
$30/YR ACTIVE PILOTS

support@flyingfarmers.org
www.flyingfarmers.org

$50/YR + CHAPTER DUES

6 MAGAZINES/YR

Flying Octogenarians
HERBERT SLOANE
3414 LEBARON COURT
MONTGOMERY, AL 36111
PHONE: 334-832-2413
pilotherb@yahoo.eom

$10/YR

Int'l Fellowship of Aying Rotarians

TOMAS SUROWKA
203 RUBENS DRIVE, APT A
NOKOMIS, FL 34275-4211
PHONE: 941 -966-6636
FAX: 941-966-9141
surowka@iffr.org
www.iffr.org

Lake Amphibian Flyers Club

MARC AND JILL RODSTEIN
7188 MANDARIN DRIVE
BOCA RATON, FL 33433-741 2
PHONE: 561-483-6566
FAX: 240-376-4875
business@lakeflyers.eom

$56/YR; LAKE FLYER NEWSLETTER

International Liaison Pilot &

Aircraft Association
BILL STRATTON
16518 LEDGESTONE
SAN ANTONIO, TX 78332-2406
PHONEIFAX: 210-490-4572
www.eentereomp.eom/ILPA/ index.html

$35/YR US; $40/YR FOREIGN

LIAISON SPOKEN HERE NEWSLETTER

Don Luscombe Aviation

History Foundation
1890 E QUEEN CREEK ROAD
CHANDLER, AZ 85249
PHONE: 480-917-0969
FAX: 480-917-4719
finanee@luseombe.org
www.luseombe.org

$25/YR US & CANADA; $30 INT'L

6 NEWSLETTERS/YR.

OX-5 Aviation Pioneers

ELMER H. HANSEN
12220 N.E. 39TH STREET
BELLEVUE, WA 98005-1217
PHONE: 425-885-0299
elmer. hansen@gte.net
http://OX5Pioneers .org

$20/YR; 6 NEWSLETTERS/YR.

Piper Aviation Museum Foundation

JOHN R. MERINAR
ONE PIPER WAY
LOCK HAVEN, PA 17745-0052
PHONE: 570-748-8283
FAX: 570-893-8357
piper@eub.kenet.org
www.pipermuseum.eom

$30/YR; QUARTERLY
VINTAGE AIRPLANE

21

National Association of Priest Pilots

(NAPP)
MEL HEMANN
127 KASPEND PLACE
CEDAR FALLS, IA 50613- 1683
PHONE: 319-266-3889
N298MH@aol.com
$20IYR; NAPP NEWSLETIER

National Air Racing Group

BETIY SHERMAN
1932 MAHAN AVENUE
RICHLAND, WA 99352-2121
PHONE: 509-946-5690
betty.sherman@gte.net
$15 US/$20 OUTSIDE US
MONTHLY NEWSLETIER
PROFESSIONAL AIRRACING

Vintage Sailplane Association

Women in Aviation,
International

GEORGE NUSE
4310 RIVER BOTIOM DRIVE
NORCROSS, GA 30092
PHONE: 770-446-5533
DUES: $151YR
NEWSLETIER: QUARTERLY

DR. PEGGY J . CHABRIAN

101 CORSAIR DRIVE
DAYTONA BEACH, FL 32114
PHONE: 386-226-7996
FAX: 386-226-7998
www.wiai. org
$391YR - $29 STUDENTS
BI-MONTHLY MAGAZINE

Waco Historical Society, Inc.

JOHN R. BOSSE, TREASURER
P.o. Box 62
TROY, OH 45373-0062
PHONE: 937-335-WACO;
1-5 PM SAT - SUN
DUES: $301YR, 9/1-8/31
NEWSLETIER: 4IYR

The 99's Women Pilots

Society of Air Racing Historians

HERMAN SCHAUB
168 MARION LANE
BEREA, OH 44017
PHONE: 440-234-2301
herman@airrace.com
www.airrace.com
$201YR US - $23 OTHER
BI-MONTHLY NEWSLETIER

International Wheelchair Aviators

P.o . Box 2799
BIG BEAR CITY, CA 92314
PHONE: 909-585-9663
FAX: 909-585-7156
IWAviators@aol.com
www.wheelchairaviators. org

FAITH DUNCAN
WILL ROGERS AIRPORT, BOx 965, 7100
TERMINAL DRIVE
OKLAHOMA CITY, OK 73159
PHONE: 405-685-7969
ihq99s@cs.com
www. ninety-nines.org
$65IYR; BI-MONTHLY NEWSLETIER

u.s. Air Racing Association, Inc.

JACK DIANISKA, PRES.
26726 HENRY ROAD
BAY VILLAGE, OH 44140
PHONE: 440-871 -3781

Reno Air Racing Association

P.o . Box 1429
RENO, NV 89505
PHONE: 702-972-6663
FAX : 702-972-6429

WW1 AERO SKYWAYS

1900

1920

to

to
1940

1919

Replica Fighters Association

LADDY HLAVACEK
329 CTY RD F
PHILLI PS, WI 54555
PHON ElFAX: 71 5-339-4207
laddy@pctcnet.net or www.replicafighters.org
$25IYR; NEWSLETIER

Sentimental Journey to Cub Haven, Inc.

JOHN L. BUCHAN, FLY-IN DIR.
P.O. Box J-3
LOCK HAVEN, PA 17745-0496
PHONE: 570-893-4200
FAX: 570-893-4218
piper@cub.kcnet.org
www.pipermuseum.com
$10/YR; QUARTERLY NEWSLETIER

Silver Wings Fraternity

P.o. Box 44208
CINCINNATI, OH 45244
PHONE: 800-554-1437
cardinaI5@msn.com
$20/1 ST YR ; $10 RENEW
QUARTERLY NEWSLETIER

BUILD ONE! A REAL ONE!

OUR TWO JOURNALS

SERVICES WE PROVIDE

*i nformation on current projects

*news of museums and air shows
*technical drawings and data
*aeropl anes, engines, parts for sale
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*infor mation on paint and color
*photographs
*hi storical research
*workshop notes

*early technical books, magazines

*copies of original drawings, manuals
*assistance in locating parts, information
*back issues of the 2 Journals
*donated copies of early aviation books
*a worldwide networking service

SAMPLE IS SUES @$4 + $3 postage

Taylorcraft Foundation, Inc.

FORREST A . BARBER, EXEC. DIR
13820 UNION AVENUE, NE
ALLIANCE , OH 44601-9378
PHONE: 330-823- 1168
FAX: 330-823- 1138
fbarber@alliancelink.com
www.taylorcraft.org
$10/YR; QUARTERLY NEWSLETIER

22

JANUARY 2003

FREE BACK ISSUE FOR NEW SUBSCRIBERS:

MENTION T HIS AD!

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15 Crescent Road Poughkeepsie, NY 12601 USA 845-473-3679

Donald Talsma
Saline, MI

Rating - Private pilot, SEL

Licensed pilot since 1948
EAA member since 1979
Owned 1939 Luscombe
8A (at right) since 1979;
N22013 is the 63rd plane
built of the Luscombe 8
series

"22013 has been insured with AUA for many years. Rates are
good and prompt and courteous service . I highly recommend
AUA as the best coverage for these vintage aircraft."

- Don Talsma

800-727-3823
Fly with the pros ... fly with AUA Inc.
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www.polyfi ber.com

www.aircraftspruce.com

Jan 17-19. 2003 Corona. CA

RVASSEMBLY
Jan 18. 2003
Oshkosh. WI
TEST FLYING
YOUR PROJECT
Jan 18-19. 2003 Oshkosh. WI
COMPOSITE CONSTRUCT.
ELECTRICAL SYSTEMS
FABRIC COVERING
GAS WELDING
INTRO TO AIRCRAFT BLDG
SHEET METAL BASICS
Feb 7-9. 2003
Feb 21-23. 2003
Feb 22. 2003

Feb 22-23. 2003

~ ~aIwAIJB

Mar 8-9. 2003

WORKSHOPS

--~Avl.Uon Products

McFarlane Aviation, Inc_

696 E. 1700 Road
Baldwin Cirv, K5 66006

800-544-8594

Fax 785-594-3922

www.mcfarlane-aviatio n.co m

sales@mcfarlane-a\Tiatio n.com

I .. i

Y1S.4

.t

_=-, _ J

24

JANUARY

2003

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

Mar 14-16.2003
Mar 21 -23.2003

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

Mar 21-23.2003

Oshkosh. WI
RVASSEMBLY
Griffin (Atlanta). GA
TIG WELDING
Lakeland. FL
TEST FLYING
YOUR PROJECT
Lakeland. FL
COMPOSITE CONSTRUCT.
FABRIC COVERING
SHEET METAL BASICS
Dallas. TX
SHEET METAL
COMPOSITE CONSTRUCT.
FABRIC COVERING
ELECTRICAL SYSTEMS
GAS WELDING
Griffin (Atlanta). GA
RV ASSEMBLY
Corona. CA
RV ASSEMBLY
Griffin (Atlanta). GA
TIG WELDING

FLY-IN CALENDAR

EAA FLYIN SCHEDULE 2003

Sun 'n Fun EAA Fly-In

April 2-8, Lakeland, FL (LAL)

www.sun-n-fun.org
EAA Southwest Regional Fly-In

May 16-17, New Braunfels, TX (KBAZ)

www.swrfiorg
Golden West EAA Regional Fly-In

June 20-22, Marysville, CA (MYV)

www.goldenwestflyin.org
EAA Rocky Mountain Regional Fly-In
cI,MNEWMAN

S>f

The following list ofcoming events is furnished to our readers as a matter of informa
tion only and does not constitute approval, sponsorship, involvement, control or direction
ofany event (fly-in, seminars, fly market, etc.) listed. To submit an event, please log on
to www.eaa.org/events/events.asp. Only if Internet access is unavailable should you
send the information via mail to:, Att: Vintage Airplane, P.O. Box 3086, Oshkosh, WI
54903-3086. Information should be received four months prior to the event date.
JANUARY 17-19, 2003-East Lansing,
MI-Great Lakes Aviation Conference.
Michigan State U. Kellogg Hotel and
Conference Ce nter. Speakers include
Capt. Al Haynes; Paul Bowen, aviation
photographer; Brian Finnegan, Pres.
PAMA; Bill O'Brien, FAA. See

www.greatlakesaviationconference.com
for more info, or call 734-973-0106.

FEBRUARY 22-Fort Pierce, FL-EAA

Ch. 908 Fly-In Pancake Breakfast, Ft.
Pierce Int'l Airport. Info: Paul, 772
464-0538 or AI, 772-461-7175.

FEBRUARY 27-MARCH I -Missoula,

MT-Montana Aviation Conference,
Holiday Inn, Parkside. Workshops,
seminars, nationally recognized speak
ers, trade show. Info: Montana
Aeronautics Division, P.O. Box 5178,
Helena, MT 59604-5178. Phone 406
444-2506 or fax, 406-444-2519, e-mail

pkautz@state.mt.us.
MARCH 7-9-Casa Grande, AZ-45th
annual Cactus Fly-In at Casa Grande
Airport. Info: wwwcactusflyin.org/ or
call John Engle, 480-987-5516 or Dave
Sirota, 520-603-5440.

MARCH 12-13-Romeovi/le, IL-29th

Annual General Aviation Maintenance
Seminar. At Lewis University. Co
sponsored by the Illinois DOT, the
FAA and the Professional Aviation
Maintenance Association (PAMA) .

......,_=-r
PI!S(NIEOSY

EAA's Countdown to
Kitty Hawk Touring
Pavilion presented by
Ford Motor Company

~.A(etm-'6'$nl'a'rJh

Key Venues in 2003

April 2-8 - Sun 'n Fun EAA Fly-In,
Lakeland, FL
June 13-16 - Ford Motor Company's 100th
Anniversary Celebration, Dearborn, MI
July 4-20 - Inventing Flight Celebration,
Dayton,OH
July 29-Aug. 4 - EAA AirVenture Oshkosh,
Oshkosh, WI
August 23-September 2 - Museum of
Flight, Seattle, WA
December 13-17 - First Flight Centennial
Celebration, Kitty Hawk, NC

MARCH 22-Fort Pierce, FL-EAA Ch.

908 Fly-In Pancake Breakfast, Ft.
Pierce Int'l Airport. Info: Paul, 772
464-0538 or 772-461-7175.

MARCH 20-23-Cincinnati, OH-14th

Annual Inti Women in Aviation Con
ference . Info: 386-226-7996.
APRIL 19-Fort Pierce, FL-EAA Ch. 908
Fly-In Pancake Breakfast, Ft. Pierce In
t ' l Airport. Info: Paul, 772-464-0538 or
772-461-7175.

June 28-29, Longmont, CO (2V2)

www.rmrfiorg
Northwest EAA Fly-In

July 9-13, Arlington, WA (AWO)

www.nweaa.org
EAA AirVenbore Oshkosh

July 29-August 4, Oshkosh, Wl (OSH)

www.airventure.org
EAA Mid-Eastern Fly-In

August 22-24, Marion, OH (MNN)

440-352-17B1
Virginia State EAA Fly-In

September 20-21, Petersburg, VA (PTB)

www.vaeaa.org
EAA East Coast Fly-In

September 13-14, Toughkenamon, PA (N57)

www.eastcoastflyin.org
EAA Southeast Regional Fly-In

October 3-5, Evergreen, AL (GZH)

www.serfiorg
Copperstate EAA Fly-In

October 9-12, Phoenix, AZ (A39)

www.copperstate.org

APRIL 27-HalfMoon Bay, CA-13 th

Annual Pacific Coast Dream Machines

Show, Half Moon Bay Airport. 10am
4pm. Admission $15 adults, $5 (age
5-14 & 65+), free for kids age 4 and
under. Parking included in price of ad
mission. Info: 650-726-2328,

www.miramarevents.com.
APRIL 2-S-Lakeland, FL-Sun ' n Fun
EAA Fly-In. Info: 863-644-2431,

www.sun-n-fun.org.
MAY 4-Dayton, OH-EAA Ch. 48 40 th
Annual Fly-In, Moraine Air Park (1-73) .
Info: Dennis 937-878-2647 or Mike

937-859-8967, wwweaa48.org.
MAY 4-Rockford, IL-EAA Ch. 22 Fly-In
Drive-In Breakfast, Greater Rfd. Air
port, Courtesy Aircraft Hanger. Info:
815-397-4995.
MAY 16-1S-Kewanee, IL-Midwest
Aeronca Fest (and old fashioned tail
dragger) Fly-In, Kewanee Municipal
Airport KEZI. Info: 309-852-2594, e
mail: jodydeb@inw.net.

MAY IS-Romeoville, IL-EAA Ch. 15

32 nd Annual Fly-In Breakfast, Lewis

UniverSity Airport (LOT), 7am-Noon.
Info: George 630-243-8213.
MAY IS-Troy, OH-VAA Ch. 36 Old
Fashioned Barbeque Fly-In, WACO
Field (lWF), llam-4pm,Young Eagle
Flights. (Rain date for Young Eagle
flights, June 22, 1pm-4pm) Info: 937-335
1444, e-mail: dickandpatti@aol.com. or
937-294-1107, e-mail navion@gemair.com.
MAY 16-26--Fayetteville, NC-Festival of
Flight 2003. Info www.festivalofflight.org.
MAY 24-Fort Pierce, FL-EAA Ch . 908
Fly-In Pancake Breakfast, Ft. Pierce In
t'l Airport. In fo: Paul, 772-464-0538 or
AI,772-461 -7175.
JUNE 14-1S-Toledo, OH-EAA Ch. 582
Fly-In, Metcalf Field (TDZ). Pull-A
Plane contest, Young Eagles, food,
aircraft and auto disp lays. 9am-5pm.
Info: John 419-666-0503 or

www.eaa582.org.

SKYWARD

31905 West 175, Gardner, KS (K-34)

913 -856 -7851; www.skywardpi/otshop.com

Pilot supplies-Training Aids-Aircraft Parts-Aviation run Stuff

Locdted in the "Medrt of Americd" for fdst ndtionwide delivery

Avcom Mcrdrldne Avidtion Products Corrosion X-ReJex CompdQ

VINTAGE AIRPLANE

25

Radial Exhaust Systems Inc.

Jumping Branch, WV 25969

27 Years Experience

15 different engines for fitting

FAA Certified Repair Station XHYR068L

Every

Ohio Aircraft Interior

is a future piece of

aviation history.

Award Winning Vintage Interiors

Paul Workman

OHIO AIRCRAFT INTERIORS

Parr Airport (421)

Zanesville, Ohio 43701

800.794.6560

.. . ,,~.

'

....

~e use of Dotron or similar modern materials as a substitute for (otton is a

dead giveaway 10 Ihe knowing eye. They simp~ do nOllook righl on vinloge
oircroh: from Robert Mikesh, former curolor of Ihe Notional Air ond Space
Museum, in hi< book RestOring Museum Aircraft.

VlliTAGE. AE.RO fAP.:>RICJ, LTD

(ertHicaled Grade Acollon

Early aircraft collon

Imported aircraft linen (beige and Ian)

German WWI Lozenge prinl fabric

Fabric lapes: frayed, slraighl, pinked and early American pinked

Waxed linen lacing cord

. r

....

~'..

' :

.~
.\ \Xl

' . ... ~~

Antiques, Warbirds, Cropdusters

304-466-1752 Fax 304-466-0802
www.radialexhaustsystems.com

PRIME
CLASSIFIED REAL ESTATE

AVAILABLE ON THIS PAGE

$20

PER INCH/PER MONTH

~ PURVEYORS ~

Don't compromise your restoration wffh modem coverings

.. finish the job correctly with authentic fabrics.

~
. ..

\. /

~~
~~~
.: lr) .
.
. .

-.

. ~~

TO MAKE

10,000+

IMPRESSIONS.

CALL JULIE AT EAA

HQ

920-426-6127

Pure cotton machine and hand sewing thread

FOR MORE INFO.

Vinlage Aera Fabrics, Ltd. 316 Creekwood Dr., Bardslown, KY 40004

lei: 5023491429 fax: 5023491428 websile: www.avdoth.com
"Originol Nieuport 28 reslorell by Vinlage Avialion Services'

If you're an BAA member or have ever been to AirVenture,

this book belongs in your library or on your coffee table.
Oshkosh-Gateway to Aviation
Ell013
00

$35.

Hardbound with glossy dust jacket

More than

175 pages

More than 300 photos

Covers all 50 years of EMs fly-in in
Milwaukee, Rockford, and Oshkash

Classified Word Ads: $5.50 per 10 words, 180

words maximum, with boldface leadin 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 insertion per issue. Classi
fied ads are not accepted via phone. Payment must
accompany order. Word ads may be sent via fax
(9204264828) or email (c1assads@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 advertising correspondence to EAA
Publications ClaSSified Ad Manager, P.O. Box 3086,
Oshkosh, WI 549033086.
BABBITT BEARING SERVICE - rod bearings,
main bearings, bushings, master rods, valves, pis
ton rings Call us Toll Free 1-800233-6934, e-mail
ramremfg@aol.com Web site www.ramengine.com
VINTAGE ENGINE MACHINE WORKS, N. 604
FREYA ST., SPOKANE, WA 99202.
Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airplanetshirts.com
1-800-645-7739
THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

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 lisling of Vintage and e-mail or call
evenings. E. E. "Buck" Hilbert
Flying wires available.

1994 pricing. Visit

www.flyingwires.com or call 800-517-9278.

Aviation Art favorites: WW-I, Golden Age, WW-II

to present. www.MotorArtWorks.com
Custom Aircraft Restoration and Construc
tion- Tube and Fabric, Wood , Aluminum .
Customair, 202 Aviation Blvd. , Cleveland , GA
30528,706-348-7514, rblassett@allte/.net

its largest and exciting event: its annual

fly-in convention.

1948 Cessna 170 Project. No damage or corro

A nostalgic and

insightful look at the

development and growth of EAA through

To Order Call:

8008433612

u.s.

Outside
& Canada call (920) 4264800

ar visit us online at www.eaa.org, or send

your order by moil to: EAA Mail Orders,

P.O . Box 3086 Oshkosh, WI 54903-3086

Major Credil Cards Accepled WI residents add 5% sales lax
Shipping and handling NOT included

JANUARY 2003

Something to buy, sell or trade?

CALLAIR A-4 restoration project. I badly need

Repair/Parts manuals to make the inspec
tor happy. Please help! Will gladly
purchase or pay to copy. Wayne Burkhardt
505-546-0295.

Filled with unique stories and history

26

VINTAGE

TRADER

sion. Fuselage disassembled for typical

restoration/skin replacement A clean, exten
sive project. New Airtex interior. Many new
parts. With logs and paperwork. Fuselage
$8,000; wings add $5,000, struts add $1 ,500,
tail surfaces add $3,000. C-145-2 engine, all
parts new or overhauled, still unassembled.
Mid coast Maine, 207-563-1196.
Wanted: LeRhone rotary engine for Sopwith Camel
project. Also other antique airplane engines
wanted, even in bad condition. Phone: 01141 - 79
334 6789, Fax: 01141 - 61 601 4403

The Golden Age of Aviation Series

CESSNA'S .

GOLDEN AGE

iiS~

Fly high with a

quality Classic interior
Complete interior assemblies ready for installation
Custom quality at economical prices.

Cushion upholstery sets

Wall panel sets
Headliners
Carpet sets
Baggage compartment sets
Firewall covers
Seat slings
Free catalog of complete product line .
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.

Qi~RODUCTS' INC.

259 Lower Morrisville Rd ., Dept. VA

Fallsington , PA 19054 (215) 295-4115
website: www.airtexinteriors.com
Fax: 800/394-1247

" '~

$22.95
$24 .95
$22.95

Bellanca 's Golden Age ($24.95) available Dec. 2002

Add $4 shipping & handling per order.

Rave Reviews:
Skyways: A hit of the first order!
Smithsonian 's National Air & Space: Archival
photos and technical drawings abound.

Dozens of other highly-acclaimed titles (books &

CDs) , including The Legacy of the DC-3

Over 225 3-view drawings

WUul CruuJlm 'BtWh. IKe.

PO. Box 511, Brawley, CA 92227

Phone: 800-952-7007 Fax: 888-289-7086

E-mail : books@windcanyon .com

website: www.windcanyonbooks.com

Call or e-mail for free catalog

Great Holiday Gifts

MIKE'S
HANGAR

I.

is "Practicing
a Tradition"
Howard Hughes' Spruce Goose

"I don't know, Howard. Maybe

if we'd used Poly-Fiber we'd
have finished it on time."
Absolutely! And because Poly-Fiber doesn't support
combustion, fire wouldn't have been as big a worry,
either. The gargantuan Goose would have been lighter
and stronger, too, able to fly even higher! What a
shame Poly-Fiber wasn't around back then. Timing is
everything, huh Howard?

**
*

Really easy to use

40 years of success
New step-by-step video

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The best manual around

Nationwide EM workshops
Toll-free technical support

800-362-3490

> Paint and Fabric

> Metalforming
> Fabrication
> Custom Building

Award Winning Restorations

Mike Williams

3811 River Road, Columbus IN 47203

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

e-mail: mike@mikeshangar.com

www.polyfiber.com
e mail: info@polyfiber.com

FAX: 909-684-0518

We provide the following services:

> Restorations

Visit the Website: www.mikeshangar.com

Aircraft Coatings
VINTAGE AIRPLANE

27

NEW MEMBERS

Enrique Morcillo Castillo ............. Sevilla, Spain

Henning Foro... . . .. . ......... Cobham, Surrey, UK

David Graham ......... Farnborough, Hampshire, UK

Fred R. Richards . . .... . . . .......... Anchorage, AK

Charles R. Hall ...................... Prattville, AL

Donald Young ...................... Anniston, AL

Matthew Taylor ...... ........ . ..... . .. .. FPO, AP

Keith Greene . . . ........ . .............. Alma, AR

Henry B. Ponder ................ Heber Springs, AR

Garnet O. Trosper ... ............ .. . ... Cotter, AR

Robert L. Trew ........................ Aguila, AZ

Jim Boone ....................... Farmington, CA

Richard N. Daily ................... Camarillo, CA

Robert Foster .............. Palos Verdes Estates, CA

Kenneth R. Hetge .................. Tehachapi, CA

Albert S. Hook ............. Palos Verdes Estates, CA

Walter L. Lyall .......... ... ... ....... Orinda, CA

Richard E. Schultz .................... Novato, CA

Thomas M. Weatherby .... Rancho Santa Margarita, CA

John Wibel ....................... Los Gatos, CA

Eugene Winther .................. Sacramento, CA

Douglas P. Freier. ... . ... ........... . Loveland, CO

Bernard Conlon ................. Ft Lauderdale, FL

Michael Gabbard ..... .... .. Palm Beach Gardens, FL

Andrew Hodges ....................... Sunrise, FL

Richard G. Maddux ................. . .. Milton, FL

Jerry Stadtmiller ................ Fort Lauderdale, FL

Peter Weiss ..... .. .. .. .... . .... Coconut Creek, FL

Jack Wells ......................... Lake City, FL

William W. Wiggins ... ...... . . . .. Navarre Beach, FL

Dr. David H. Corriher .............. Cartersville, GA

Joe D. Reed .......... .. ........... Loganville, GA

Kevin Shaw ...................... Woodstock, GA

Stanley P. Terrell ....... .. .. .. . ....... Colbert, GA

Thomas Fredricksen ................. Sioux City, IA

Christine Ogren ................ . ... . Iowa City, IA

Roger Spiker ............... . ........... Boise, ID

Raymond F. Coker ................ Bloomington, IL

Richard C. Moen ................. West Dundee, IL

Robert S. Porter ....................... Batavia, IL

Mark Slavens ...................... Springfield, IL

Rex E. Beck ...................... Greenwood, IN

Keith L. Hall ......................... Harlan, IN

James Brian Story .................. Noblesville, IN

H. C. Blazer ........................ Leewood, KS

Edmund Speer Moore ..... .... . . ..... .... Hays, KS

Nathan Hammond ................... Danville, KY

Cliff Hauenstein .................... Louisville, KY

Kenneth W. Tuttle ................ Baton Rouge, LA

Eric]. Bergstrom .................... Braintree, MA

William S. McDonald ................ Medway, MA

Randy Benson . .................... Bethesda, MD

28

JANUARY

2003

Leo Gutierrez ........... .. . ... ..... Potomac, MD

Greg Mirkin . .................... Ellicott City, MD

Jacob w. Hicks ...... .. ...... ........ Lansing, MI

Stephen R. Linton .................. Cassopolis, MI

Greg ]enson .................... Pequot Lakes, MN

Steven R. Banks ................. Blue Springs, MO

Matthew Corcoran .......... . ...... Hernando, MS

John Cottrell .... ... ............ Holly Springs, MS

Lon Morris ....................... . . Billings, MT

Theodore W. Hunter ................ Pfafftown, NC

Robert H. Moser...................... Omaha, NE

Ken R. Harbison .................. Las Cruces, NM

David L. Partain ..................... Roswell, NM

Susan Harper ..................... Henderson, NY

Ed Martin .... ................. Incline Village, NY

Francis W. Sheehan .............. . Copenhagen, NY

Donald J. Thomas .......... ........ Casseville, NY

Chester L. Ehde ...................... Mason, OH

George Fonseca ................... . Mansfield, OH

Scott Martin ..................... Beavercreek, OH

Frank M. Metzger ................. Westerville, OH

Gary L. Poorman ................... Wauseon, OH

Rene A. Rodolosi. ....... . ........... McClure, OH

Robert A. Runkle ..... . ............ .. Swanton, OH

Ted L. Teach ..... . .. ... .. . . ......... Dayton, OH

Ron Fishburn ........................ Purcell, OK

Marion Searcy ... . .. . ................. Noble, OK

Jerry K. Sharp ................... . . . Chandler, OK

Calvin O. Stoner ...... . ............. Randlett, OK

John Friend . ............. ........ .. Nazareth, PA

Paul M. Horton ................... Blythewood, SC

Dennis Schmaltz .... ... .............. Mission, SD

B. Garth Larson ...................... Outlook, SK

John A. Beam ........... . ........ Old Hickory, TN

Bill Bradley ........................ Houston, TX

]. William Butcher .... .. .... ... . ....... Plano, TX

John D. Davis ....................... Kerrville, TX

Goeff Horst .......................... Sanger, TX

Robert Gene Johnston . .. . .. ............ Dallas, TX

John C. H. Joyce ................... . Pearland, TX

] . Dale Moore .................. Corpus Christi, TX

Charles M. Parks....................... Plano, TX

Elmer Roberts ...................... Magnolia, TX

Roger Vaughan .......... . ........... . Austin, TX

Merlin Vollman ..................... Pearland, TX

Rawling G. Davenport ........... Cross Junction, VA

Eiron B. Attwood ........... . ......... Omak, WA

A. Gordon Bakke ............... Mount Vernon, WA

Guido F. Perla .... . ... .. ........ Vashon Island, WA

Donald]. Anthony .......... . ..... . . La Crosse, WI

Gary Conger ..................... . Green Bay, WI

Membership Services
VINTAGE

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

Directo!y-

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

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

Vice-President
George Daubner
2448 Lough lane
Hartford, WI 53027
262-673-5885
vaaflyboy@msn.com

Secretary

Treasurer

Steve Nesse

Charles W. HarriS

2009 Highland Ave.

Albert Lea, MN 56007
507-373-1674

7215 East 46th Sl.

Tulsa, OK 7414 7
918-622-8400
cwh@hvsu.com

stnes@deskmedla.com

DIRECTORS
Steve Bender
81S Airport Road
Roanoke, TX 76262
817-491-4700

Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430

sstl OO@woridnet.att.net

dalefaye@msn. com

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

Jeannie Hill
P.O. Box 328
Harvard, IL 60033
81 5-943-7205

antiquer@i nreach.com

dinghao@owc, net

John Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009

S07-263-241 4

fchld@tconnect.com

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262-966-7627

sskrog@aol.com

Robert C. "Bob" Brauer

9345 S. Hoyne

Chicago, IL 60620

773-779-2105

photopllot@aol.com

Robert D. "Bob" Lumley

1265 South 124th Sl.

Brookfield, WI 53005

262-782-2633

lumpeI@execpc.com

Dave Clark

Gene Monis

635 Vestal lane

Plainfield, IN 46168
317-839-4500
davecpd@iquesl.net

5936 Steve Court

Roanoke, TX 76262
81 7-49 1-9110
n03capt@fiash.net

John S. Copeland

Dean Richardson

lA Deacon Street

1429 Kings Lynn Rd

Stoughton, WI 535 89
608-877-8485

Northborough, MA 0 1532

508-393-4775

copeland l @juno.com

Phil Coulson

2841 5 Springbrook Dr.

lawton, MI 49065

616-624-6490

rcoulsonS 16@cs.com
Roger Gomoll

8891 Airport Rd, Box C2

Blaine, MN 55449

763-786-3342

pledgedrive@ffisncom

dar@aprilaire.com
Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774

260-493-4 724
chief702S@aol.com
SoH. " Wes" Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414-77 1-1545

shschmid@milwpc.com

DIRECTORS

EMERITUS

Gene Chase
2159 Carlton Rd_
Oshkosh, WI 54904
920-231-5002

E.E_"Buck" Hilbert
P.O. Box 424
Union, IL 60180
81 5-923-459 1
buck7ac@mc.net

ADVISOR
AJan Shackleton
P.O. Box 656

Sugar Grove, IL 6055 4-0656

630-466-4193

103346. 1772@rompuserve.com

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

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

EAA and Division Membership Services

800-843-3612 . . . __.. . . ... FAX 920-426-6761
(8:00 AM-7:()() PM
Monday-Friday CS1)

New/renew memberships: EAA, Divisions

(Vintage Aircraft Association, lAC, Warbirds),
National Association of Hight Instructors
(NAFD
Address changes
Merchandise sales
Gift memberships

Programs and Activities

EAA AirVenture Fax-On-Demand Directory
.............. . ... . ..... . . 732-885-6711

Auto Fuel STCs .. . . .. .... . ... 920-426-4843

Build/ restore infonnation ... . . 920-426-4821
Chapters: locating/organizing . . 920-426-4876
Education __ .. _. ___ . __ ____ . _920-426-6815
EAA Air Academy
EAA Scholarships

Hight Advisors information .. . . 920-426-6522

Hight Instructor information . . . 920-426-6801
Hying Start Program . . _...... . 920-426-6847
Library Services/ Research ...... 920-426-4848
Medical Questions ____. _.. .... 920-426-4821
Technical Counselors _. _... . . . 920-426-4821
Young Eagles ________ ... . . . .. 920-426-4831
Benefits
AUA . _. ___________ . _. . .. . . 800-727-3823
EAA Aircraft Insurance Plan _. . 866-647-4322
Tenn Life and Accidental .. . ... 800-241-6103
Death Insurance (Harvey Watt & Company)
Editorial __ __ , ___ ___ . . . . .... 920-426-4825
.. ... . _. . __ . _. _. _.. .. .. FAX 920-426-4828

Submitting article/photo
Advertising information
EAA Aviation Foundation
Artifact Donations ________ _. _920-426-4877
Financial Support __. ___ . ____ 800-236-1025

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 cards accepted for membership _
(Add $16 for Foreign Postage,)

VINTAGE AIRCRAFT ASSOCIATION

Current EAA members may join the Vintage
Aircraft Associaton and receive VINTAGE AIR
PLANE magazine for an additional $36 per year_
EAA Membership, VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magazine not in
cluded). (Add $7 for Foreign Postage.)

lAC
Current EAA members may join the Interna
tional Aerobatic Club, Inc_ Division and receive
SPORT AEROBATICS magaZine for an addi
tional $45 per year.
EAA Membership, SPORT AEROBATICS
magazine and one year membership in the lAC
Division is ava ilable for $55 per year (SPORT

AVIATION magazine not included)_(Add $15

for Foreign Postage.)

WARBIRDS
Current EAA members may join the EAA War
birds of America Division and receive WARBlRDS
magazine for an additional $40 per year_
EAA Membership, WARBIRDS magazine
and one year membership in the Warbirds Divi
sion is available for $50 per year (SPORT
AVIAII0N magazine not included). (Add $7 for
Foreign Postage.)

EAA EXPERIMENTER
Current EAA members ma y receive EAA
EXPERIMENTER magaZine for an additional
$20 per year.
EAA Membership and EAA EXPERIMENTER
magazine i5 available for $30 per year (SPORT
AVIATION magaZine not included)_(Add $8 for
Foreign Postage.)

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

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

Copyright 2003 by the EM Vintage Aircraft Association

All rights reservee .
VINTAGE AIRPLANE PSSN 0091-6943) IPM 1482602 is publishec and ownec exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is publishee monthly at EAA Aviation
Center, 3000 Poberemy Rd., PO. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offICes. POSTMASTER: Send adcress changes to EAA
Vintage Aircraft Association, PO. Box 3086, Oshkosh, WI 54903-3086. Retum Canadian issues to Station A. PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES - Please allow at least IwO months
for delivery of VI NTAGE AIRPLANE to foreign and APO addresses via suriace mail. ADVERTlSING - Vintage Aircraft Association does not guarantee or endorse any product offeree through the advertising. We invite
constructive criticism and wek:ome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken.
EDITORIAl POLICY: Readers are encouragee to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the
contributor. No renumeration is made. Material should be sent to: Editor. VINTAGEAIRPLANE, PO. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800.
EAAf) and SPORT AVIAnON". the EAA Logo" and Aeronautica~ are registeree lrademarks, trademar1<s, and service marks of the Experimental Aircraft Association, Inc. The use of these trademar1<s and service
marks without the pem1ission of the Experimental Aircraft Association. Inc. is striclly prohibitee.
The EAA AVIATION FOUNDATION Logo is a trademark of the EAA Aviation Foundation, Inc. The use of this trademark without the pem1ission of the EAA Aviation Foundation, Inc. is strictly prohibitee.

VINTAGE AIRPLANE

29

VAA Merchan
Ladies Denim "'h',""1&aL.I
This med
shirt has the VAA
on the back yoke.
SM
MD
LG
XL

V11183
V11184
V11185
V11186

totes are embossed

on on e side with ai rplanes and
the VAA logo. Washable.
SM
LG

VOO250
V00249

ORDER ONLINE:

$17.95
$18.95

http://shop.eaa.org

Ladies and Men's Stonewashed Denim Shirt

A classic for any season, this denim shirt is
great for all aviation activities.
LADIES
$31.95
SM V11147
MD Vll148
LG
VlUf9
XL
VU 60

This ladies polo shirt

made of 100% cotton can
be machi ne washed and
dried. It sports an all-navy
VAA logo and wh ite stripe
collar and cuffs.
MD Vl1165
LG Vl1166
XL Vl1167

$18.95

This 100% cotton golf

sh irt sports th e VAA logo
on the sleeve.
SM
MD

Vl0134
Vl0135

$18.95
Ladies Yellow Golf Shirt
This comfortable golf shirt is 100% cot
ton, mach ine washable. Tone on tone
VAA logo on front.
SM
MD

30

Vl0130
Vl0131
JANUARY

LG
XL

2003

Vl0132
Vl0133

LG
XL

MEN's
$32.95
MD V11161
LG
Vl1162
XL
Vl1163
2X Vll164

classic for warm weather.

MD
LG

V11135
Vll136

XL
2X

V11137
Vlll38

Vl0136
Vl0137

Men's Burgundy Golf

This golf sh irt is 100% cotton with tone
on tone VAA logo on ch est. It sports a
three color collar.
MD
LG
XL

Vl0151 $34.95
Vl0153
Vl1133

2X V11134 $36.95

This plush jacket will show your USA

and VAA pride. Made of 100% acrylic
it washes easily.
MD
LG

V00913
V00916

XL
2X

VOO917
VOO929

,,"

TELEPHONE ORDER: 800-843-3612

FROM US AND CANADA (ALL OTHERS 9204265912)

MAIL ORDER: VINTAGE MERCHANDISE

PO BOX 3086

OSHKOSH, WI 54903-3086

ORDER ONLINE:

http://shop.eaa.org

VAA Member Pin

This cast metal pin is about 3" wjde.
A great way to show your VI\A. pride.

Travel Mug
VOO342 $12.95
Classic stainless steel mug with plastic

handle and cap. Standard base fits most

car cup holders.

Mini FanIFlashlight

V40242

This set of 4 clear glasses with etched

design is a classic way to display the
VAA logo.

$iK

SALE $4.95
This clever gadget features both a fan
and a flashlight . Batteries included .

Small VAA Logo Pin

VOO258 $3.99
This small metal pin can be displayed
on your clothes, then easily removed .
(Tie tack style pin.)

Blue/Gold Marbled Mug V40240 $5.95

Enjoy your morning coffee with this
marbled coffee mug.

VAA Logo Decal

Shiny metallic VAA logo decals are

great in showing your VAA pride.
The image is printed on both sides
so you can stick the decal on the
inside or outside of your window.

Flat VAA Patch

VOO257 $1.99
This VAA logo patch can be
ironed on your shirts, coats or
other accessories.

3D VAA Patch
This 3dimensional patch is well tailored and will
look great on your clothing and accessories.
VINTAGE AIRPLANE

31

ORDER ONLINE:

http://shop.eaa.org

ladies Stone Micro Fiber Jacket

$64.95
This classy jacket for women is soft to the touch, water
repellent, and light weight with inside zipper pocket.
SM VI1168
MD VI1169

LG
XL

V11171
VI1172

Men's Navy Micro Fiber Jacket

MD Vl0005
2X Vl0009

32

LG Vl0006

XL V10007

Sweatshirt Blankets
These blankets are extra soft, S4 in. x 84 in.,
and machine washable.
V00933

Gold

TELEPHONE ORDER:

VOll04

Burgundy

800-843-3612

FROM US AND CANADA (ALL OTHERS 9204265912)

$71.95
$72.95

This classy navy jacket is soft to the touch, water

repellent, and light weight with inside zippered
pocket. Machine wash, gentle cycle.
JANUARY 2003

MAIL ORDER: VINTAGE MERCHANDISE

PO BOX 3086

OSHKOSH, WI 54903-3086

,1\

THE VOLVO K(90. 2003 MOTOR TREND SPORT/UTILITY OF THE YEAR.

A ROLL STABILITY CONTROL SYSTEM, THIRD-ROW INFLATABLE SIDE CURTAINS. SEAT BELT

PRETENSIONERS IN ALL THREE ROWS. THE VOLVO XC90. THE ADVENTURE CONTINUES AT

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for life