VOL. 29, No.

11 NOVEMBER 200 t
STRAIGHT AND LEVELlButch]oyce
2 VAA NEWS/H.G. Frautschy
4 MYSTERY PLANE/H.G. Frautschy
7 TYPE CLUB NOTES/Mark Baird
10 BELLANCA CLUB FLY-IN
12 WHAT OUR MEMBERS ARE RESTORING
14 MIGHTY MITE/Budd Davisson
20 MUSEUM DISCOVERIES
22 PASS IT TO BUCK/ Buck Hilbert
24 NEW MEMBERS
26 CALENDAR
28 CLASSIFIEDS
30 VAA MERCHANDISE
WWW.VINTAGEAIRCRAFT.ORG
Publisher TOM POBEREZNY
Editor-Ill -Chief scon SPANGLER
Executive Director, Editor HENRY G. FRAUTSCHY
VAA Admlllistrative Asslstallt THERESA BOOKS
Executive Editor MIKE DIFRISCO
COli trlbutllIg Editors JOHN UNDERWOOD
BUDD DAVISSON
Graphic Des/grler OLIVIA L. PHILLIP
PhotograpilY Staff JIM KOEPNICK
LEEANN ABRAMS
Advertls/ng/Edltorial Assistant ISABELLE WISKE
ST
BY ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION
NewsleHerEditors
The following is from Tulsa, Oklahoma, VAA Chapter
lO's newsletter that is written for the most part by the fa-
mous Charles Harris:
"Oh, it's a long, long while from May to December, but the
days grow short when you reach September/l ... So go the haunt-
ingly beautiful lyrics as were written for the classic "September
Song./I And, so it is with our summer fly-in season. We are
quickly approaching (some in the north are there now) the last
scenes in the final act of the 2001 season. As always, it has
been a great year; as always, the more we have put into it, the
more we have gotten out of it. There have been some memo-
rable moments ... Cookson, Sun 'n Fun, Swifts at Athens,
Atchison, Airman Acres, Gainesville, Wacos at Creve Coeur,
Oshkosh (!!!!), Galesburg, Muskogee, (and four or five Ponca
Citys thrown in for fun) ... You get the idea. We have missed
(and will always miss) Paul's Valley the last two years ... a big
loss...and it was a real shock to not be able to do Bmtlesville in
June or September this year. We still have the Bean Dinner,
Claremore Monocoupes at Creve Coeur, Ski took, Fairview, and
Vinita upcoming (and again, three more Ponca Citys before the
end of the year).
"We have and continue to have a full plate. If there is any-
one who can't find any activity in our world offun flying/sport
aviation, they have to be living under a rock somewhere! Let's
never forget a lot of people have put a lot of effort into these
events to host us; thank them when you can. /I
For those of you that have the good fortune to read
Charlie's Chapter 10 newsletter, it's obvious that putting it
together is a real labor of love for him. All of us, members
and officers alike, are lucky to have Charlie serve as the
Treasurer on the VAA Board of Directors. Often one hears,
"If you want something to get done, give it to a busy per-
son!" Charlie is the very person they must be speaking of,
since he gets so much done one wonders when he sleeps!
To sustain a Chapter over a long period, a good newslet-
ter is critical. It can be very difficult to find the right
person to assume the newsletter editor's role, and when
you do, do all you can to keep that editor happy. When a
Chapter does find someone to produce a newsletter, mem-
bers will tell the new editor they'd be happy to supply the
newsletter with all sorts of information.
Do you know how quiet the newsletter editor's phone
is between each month's newsletter publications? It is not
that the people who promised to help didn't want to, but
it's not the most important thing on their mind between
meetings. If you be-
long to a Chapter,
help the editor by
pitching in to help.
Get him or her that
helpful tip or activity report, and you'll make the editor
smile. Having a strong newsletter helps get important in-
formation out to each member-everybody needs to
know about the date and time of the next meeting and
any significant issues that relate to Chapter business. If
you really want to be involved in the Chapter and have
some fun at the same time, step forward and become the
newsletter editor of your Chapter. If your Chapter is al-
ready blessed with a good editor, ask if you can be of any
help. You could be the next Paul Harvey!
The first full weekend of October, Norma and I at-
tended the VAA Chapter 3 fly-in. Held each year at the
Darlington, South Carolina, airport, the airfield there has
proven to be a great place to have this annual event. This
airport was a World War II training base, so there are
plenty of big runways. They have also installed a very nice
grass runway beside the main hard surface runway. That
makes this fly-in very friendly to the old taildraggers.
There's also a nice camping area on the airport. We used
the camping area this year, and it worked out great.
The Darlington County airport authority has been very
helpful and hospitable. They even sponsor an lion the air-
port Friday night pig pickin'," which is great fun. The
enhanced Class liB" airspace rule was still in effect, which
caused the airplane count to be down. The rain on Satur-
day did not help matters as well. Those that could not fly
in drove to Darlington to meet friends and attend the Sat-
urday night dinner, where we enjoyed a talk by one of
vintage aviation's most accomplished enthusiasts, Ken
Hyde, about his fascinating work with The Wright Experi-
ence. Their discoveries about the methods and techniques
used by the Wrights are captivating. Ken and I have en-
joyed a long friendship, and this project gave us an even
better excuse to spend part of Saturday afternoon to-
gether. EAA, VAA, and The Wright Experience will be
sharing more on their intriguing discoveries in the com-
ing months as we move toward the 100th anniversary of
successful powered flight on December 17, 2003.
Let's all pull in the same direction for the good of
aviation. Remember we are better together. Join us
and have it all! ......
VINTAGE AIRPLANE
VAA NEWS
COMPILED BY H.G. FRAUTSCHY
again in roughly two weeks, their behalf, as well as news
and on October 15 the govern- and changes when they oc-
ment allowed VFR operations curred. In his initial message
in 15 of the 30 enhanced Class on September 12, Tom wrote:
B(ECB) areas. "I'll be the first to support
Enhanced C lass B is de- any reasonable changes in
fined by the outer boundary aviation standards that are
of the airspace, which ex- needed to help protect the
tends from the surface to lives of our citizens. But the
18,000 feet. The combined key word is reasonable. EAA
surface area of the 30 ECBs has always been an organiza-
covered roughly 200, 000 tion of compassion and
EAA CONTINUES WORK
TO RETURN FLIGHT
PRIVILEGES
Following the attacks on New
York City and Washington, D.C.,
on September 11, the government
declared a national emergency and
closed the national airspace system
(NAS) to civilian operations. (See
"Beyond September," which starts
on page 36 of EAA Sport Aviation.)
As the crisis stabilized, the gov-
ernment incrementally restored NAS
operations and many general
aviation pilots were flying
square miles and 578 public
and private airports.
From the start of this national
emergency EAA has worked with
the government and provided so-
lutions to security co ncerns to
help restore flight privileges to all
aviators. VFR flight in half the ECB
cities is the latest positive step in
that process.
Education-and offering mutu-
ally agreeable solutions-has
always defined EAA efforts in all
arenas. On October 2, EAA sent a
letter to FAA Administrator Jane
Garvey that offered solutions to
the security concerns, and these
solutions were on the table when
the National Security Council's
working group, which included all
the involved government agencies,
addressed VFR flight in ECBs
NOVEMBER 2001
The National Security Council
(NSC) and White House approved
the VFR procedures on October
12, and FAA issued the NOTAM
the next day. Beginning October
15, VFR operations resumed at 15
ECB areas over a three-day period,
starting with Houston, Kansas
City, Memphis, New Orleans, and
St. Louis.
On October 16 VFR operations
resumed at Cleveland, Dallas-Fort
Worth, Honolulu, Minneapolis,
and Phoenix. And on October 17
Charlotte, Cincinnati, Salt Lake
City, Seattle, and Tampa completed
the phase-in. For reasons of na-
tional security, VFR flight is
prohibited at the other 15 major
metropolitan areas with ECB air-
space as of October 17, but EAA
and others are addressing this.
To fly VFR at airports within en-
hanced Class B airspace, aircraft will
need altitude-reporting transpon-
ders, and pilots must monitor 121.5
MHz while in the ECB airspace. Air-
craft without transponders must
obtain a waiver as outlined in the
NOTAM. (EAA encourages all mem-
bers to check the NOTAMs before
every flight, and if you are unclear
about something in a NOTAM,
please call EAA headquarters at
888/322-4636, Ext. 6522.)
"Over the past month, the general /
recreational aviation community
has faced unprecedented chal-
lenges," EAA President Tom
Poberezny said. "Recent announce-
ments are good news for pilots,
aircraft owners, and especially the
businesses who have endured such
economic hardship. However, our
work is not done until all airplanes
are back in the air."
EAA started to work immedi-
ately after the attacks, and on the
EAA website it kept members
informed of its actions on
cooperation, but EAA will not
simply accept change, carte
blanche, where it applies to recre-
ational aviation."
Activity on the EAA website spi-
raled upward as people monitored
the situation. In the first weeks the
FAA issued a flurry of NOTAMs
that defined and redefined what
kind of flight was allowed and
where. EAA posted the NOTAMs
and other information as applica-
ble as soon as the FAA issued them.
EAA further kept its members in-
formed through its weekly electronic
newsletter e-HOT LINE. Between
September 11 and October 17, EAA
publications sent nine e-HOT LINE
editions, including four special edi-
tions, to more than 43,000
subscribers. (To subscribe visit the
EAA website at www.eaa.org.)
2
Online aeronautical sectional their fixed costs like insurance and ing elected officials about general
charts, created through EAA's overhead. To substantiate anecdotal aviation's critical role in the na-
Flight Planner partnership with information about this economic tional aviation infrastructure.
AeroPlanner.com, clearly showed impact EAA and its affiliate, the Na- EAA and NAFI also supported
airspace affected by temporary tional Association of Flight the "General Aviation Relief Bill of
flight restrictions (TFR). Charts Instructors (NAFI), surveyed CFTs, 2001," which provides for eco-
showing restricted enhanced Class flight schools, FBOs, and other gen- nomic relief for GA businesses
B airspace areas were available the eral aviation businesses, including suffering from the economic im-
instant the NOTAMs were released. manufacturers and suppliers. The pact caused by the airspace
General aviation flight under in- results were painfully clear: All were restrictions. Conversely, EAA and
strument flight rules (lFR) resumed suffering real hardships, and some- NAFI vigorously opposed a legisla-
within days of the attack because thing needed to done soon before a tive proposal within the "Safe Skies
an instrument flight plan answers Significant part of aviation's infra- Act of 2001" that would require all
the government's security ques- structure was destroyed. student pilots to undergo and pay
tions-who's flying, what kind of EAA and NAFI presented its re- for expensive background checks.
airplane is it, and where is it going. search data in Washington, D.C., Both legislative actions are
Addressing these concerns as they when EAA President Tom pending as of this writing. Stay
applied to flight training and VFR Poberezny, representing both or- tuned to the EAA website at
flight was a greater challenge, and ganizations, testified before the www. eaa.org for developments as
members called wanting to know House Transportation & Infrastruc- they are announced. As aviation
why they couldn't fly their Cubs, ture Subcommittee on September continues to recover, EAA will con-
their vintage aircraft, their ultra- 25, along with representatives of tinue to represent the interests of it
lights, their homebuilts. other aviation organizations. The members to preserve the freedom
Because people couldn't fly, busi- all-day session was an important of flight, just as it has been since
ness owners had no income to pay step in defining issues and educat- its founding in 1953.
(News continl/ed on page 27)
NORM PETERSEN RETIRES
O
ne of aviation's good
Anyone who's had the pleasure of visiting with Norm
guys is heading out to
on the phone, corresponding via the mail, or simply
the workshop to re-
reading one of his articles knows what a personal touch
store his Piper PA-ll and
can mean. Norm' s been an EAAer serving his fellow
Danish KZIII. Norm Petersen,
EAAers, and few can do it so well, and with such humor.
who for 21 years has been a
I've lost count how many times I've had members close
fount of knowledge about
a conversation with, "Pass along my regards to Norm!"
building and rebuilding air-
or some similar sentiment. Norm's one of those fellows
planes, has retired from EAA.
who always brings a smile to your face, for you know
Norm is familiar to many
you're in for a great time when he's around.
readers of EAA publications,
Now, after he makes a big dent in Loretta's "honey
having been an editorial staff member since
do" list, Norm's going to spend some time working on
1981 until his move to EAA Aviation Information Ser-
the Cub Special and his Danish KZ. We suspect that
vices in 1999. Norm's time at EAA was his third
won't go quite as fast as you might expect, though-
career-prior to his time at EAA he was an investment
there are always plenty of friends who want to swap
salesman, and he owned a print shop. Each of his cho-
jokes and stories over a cup of coffee with the "Great
sen careers had one thing in common-Norm was in
Dane." Thanks for all your work on our members' be-
constant touch with people.
half, Norm!
VINTAGE AIRPLANE 3
BY H.G. FRAUTSCHY
SEND YOUR ANSWER TO: EAA, VINTAGE AIRPLANE, P.O. Box 3086, OSHKOSH , WI
54903-3086. YOUR ANSWER NEEDS TO BE IN NO LATER THAN DECEMBER 10 FOR IN-
CLUSION IN THE FEBRUARY ISSUE OF VINTAGE AIRPLANE.
You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL. SEND YOUR ANSWER TO
VINTAGE@EAA.ORG.
BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY
AND STATE!) IN THE BODY OF YOUR NOTE AND PUT " (MONTH) MYSTERY PLANE" IN
THE SUBJECT LINE.
FROM THE PETE BOWERS COLLECTION ,
THIS MONTH 'S MYSTERY PLANE IS THIS
SLEEK-LOOKING BIPLANE.
The McKinnie 165.
II
"
Here's our first note about the
August Mystery Plane:
"The August mystery plane is
a McKinnie 165. The airplane
was built in Detroit Lakes, Min-
nesota, and Fargo, North Dakota.
There were two of them built;
one currently is in the Bonan-
zaville museum in West Fargo,
and the other has totally disap-
peared. The airplane was the
RV-6 of its day, with numbers al-
most identical to an RV-6. It was
a little heavy at 1,200 pounds,
but did have retractable gear.
The powerplant was a Franklin
165, and that power gave it a top
speed of 175 mph.
"McKinnie was planning on
providing an answer to the Swift,
and although some dialogue by
the museum indicates that the
Air Force was interested in the
airplane, I don't think that was
ever the case.
"McKinnie rented hangar
space from Air Activities at Hec-
tor Field, and I was an employee,
doing all the odd jobs that could
be assigned a college student .
When we were not gassing air-
planes, we worked in the shop
repairing sprayers and some of
the trainer fleet . When things
got really slow, we would help
out the McKinnie people, so I
did have a very small part in the
construction. This was during
1953 and 1954.
"There were two built, and
NOVEMBER 200 1 4
the last I heard one was behind a
hangar at Fessenden, North Dakota,
but I never was able to find it."
Bill Truax
Sequim, Washington
Here's our second note:
"I got a start when I turned the
page and saw the August Mystery
Plane. I never recognize these! It
took me back to 1946 when I re-
turned to Fargo after being
discharged from the Army. I
planned to complete my engineer-
ing degree at North Dakota State
University. It was during a recon-
naissance of Hector airport to see
what changes had been made dur-
ing my absence when I felt a
similar start.
"l walked into an open hangar,
and there in a corner was a fellow
constructing an airplane out of a
pile of metal. The sight of a sporty-
looking metal aircraft seemed out
of place where before only J-3s,
Champs, and Taylorcrafts were at
home. I had a nice visit with the
man, James Richard "Dick" McKin-
nie. It wasn't until 1959, when I
returned to Fargo and NDSU to
teach engineering, that I got to
know Professor Dick McKinnie.
"Two McKinnies were built; one
for flight and certification and the
other for static testing. The Univer-
sity had a wind tunnel, which I
used for some lab testing. Parked
next to the tunnel was this static
model. Dick had lost the manufac-
turing rights and didn't talk much
about his project, so most of the in-
formation about the McKinnie was
obtained from Klessig's book, My
Highway in the Sky. Local financial
resources were the investments of
local businessmen, building con-
tractors who didn't have any idea
of the cost or complexities of air-
craft design, production, and mar-
keting. Bill Cates, test pilot, flew
the plane for about 20 hours when
McKinnie ran out of money to get
it certificated.
"Dick died of cancer about a year
after I met him. Mrs. McKinnie
wanted to dispose of the remaining
project inventories, so Klessig
wound up with the stress test air-
craft with a Franklin 165 hp engine
and most of the sheet metal fabricat-
ing tools."
Marvin Skodje
Fargo, North Dakota
Other correct answers were re-
ceived from Rocky Farano, Gilroy,
California; Mark Holliday, Lake
Elmo, Minnesota; Bill Koelling,
Great Bend, Kansas; Roy Redman,
Faribault, Minnesota; Charles F.
Schultz, Louisville, Kentucky; and
Budd Davisson, Phoenix, Arizona.
VINTAGE AIRPLANE 5
s E
RethinkingtheMarch MysteryPlane
This is the Jones S-125 that was illustrated in Joe Juptner's article. It has a
tapered cantilever wing and an inverted engine instead of the wire-braced
straight wing and upright engine of the March Mystery Plane.
F
he March Mystery Plane
was identified in june's is-
sue of Vintage Airplane, but
I think the identification as the
Ben Jones S-125 is incorrect. There
was an answer that enclosed a
write-up about the S-125 from Joe
Juptner's T-Hangar Tales - Volume
1, pages 95-96. Sorry, but the so-
called S-125 in the March and June
issues is not the Ben Jones S-125.
By PETE BOWERS
While there is strong family re-
semblance, the S-125 as illustrated
by Juptner and in the enclosed
photos is a different airplane. The
so-called S-125 has a straight-chord
wire-braced wing and an upright
air-cooled engine. With a right-
hand prop and that size, it would
have to be a Cirrus.
The one-only Ben Jones S-125, X
(later NX16791) was built in 1937
by the Jones Aircraft Company, P.O.
Box 114, Schenectady, New York. It
had a tapered cantilever wing and
an inverted Menasco C-4 engine.
Juptner said it crashed on its first
flight, but it must have been re-
paired. Then it traveled around
with various markings; several no-
table aviation photographers shot it
in different locations.
Designer Jones sold the S-125
with other aircraft material to the
White Aircraft Corporation of
Leroy, New York, and the plane
was then seen with that company's
logo on the fin, still as NX16791.
I believe that the S-125 (also re-
ported as having a 150 hp Menasco
as the S-150) was to have been used
for a world flight that wasn't made.
The March Mystery Plane looks to
me like a Dale design, but not the
Air-Dale M-50 with 50 hp Menasco
flat-four shown in the 1939 Western
Flying Directory issue . Whatever,
more research is needed on the
March Mystery Plane. ........
Here is the same plane, now owned by the White Aircraft Corporation of Leroy, New York, whose logo appears on the fin .
The meaning of the tiger figure on the turtle deck and the oriental lettering under the cockpit is unknown to this writer.
NOVEMBER 2001 6
DEBUNKING ATIRELESS MYTH-THE"DOWNWIND TURN"
FROM THE CESSNA
150-152PILOT-
MAy/JUNE 2001
A few years ago, that mighty pil-
lar of aeronautical wisdom, Aviation
Safety, published, seriously, an arti-
cle that resurrected the downwind
turn as a maneuver that could cause
a stall because the shift in direction
would diminish the velocity of the
flow of air over the wing. Seeing
that explanation of downwind
turns, in that publication of all
publications, was like reading in
the Encyclopedia Britannica that the
sun had been found to revolve
around the Earth, and that Galileo,
Newton, and Einstein had gotten it
wrong. The downwind turn, it ap-
pears, is a demon more durable
than Dracula, capable of fouling
the best of authorities.
Why does that black myth persist?
Such early aviators as W. and O.
Wright knew it was bunk. That it is
still believed a century hence strains
our reputation for being competent.
But perhaps the myth persists be-
cause all the explanations that
debunk it still fail to explain why
some airplanes come to grief in down-
wind turns. Knowing the downwind
turn can't cause a stall doesn't help
the guy who just smashed into the
earth without meaning to after mak-
ing a turn downwind.
All this time, the wrong ques-
tion about downwind turns has
been answered, and answered to
Surprise in the Wind
MARK BAIRD
exhaustion. Here's the wrong ques-
tion: "Can turning downwind
from upwind affect airspeed?"
Here're some right answers to the
wrong question: "No./I "NeveL/I
"Can't happen./I
Do any of these answers help?
Not much. So let's improve the
question: "Is it dangerous to turn
downwind from upwind?/I Answer:
"Perhaps. It depends. /I
Hmmm-now we're getting
somewhere. Let's get more specific:
"Is it dangerous to turn downwind
after departing a runway sur-
rounded by obstructions if the
wind is up?/I Answer: "Yes./I
There is something risky about
downwind turns. It's just that the
critical factor has got nothing to do
with airspeed, or angle of attack, or
stalling. What is the critical factor?
Geometry.
Geometry, and the pilot's apper-
ception of it. It's a fine, clear day.
The wind is straight down the run-
way at 18 mph. Surrounding the
runway are buildings with smoke-
stacks, high-tension wires, tall
buildings, and rapidly rising terrain
covered with tall trees. 18 mph is a
stiff wind, but a machine as simple
as a Cess na ISO can be handled
without troubl e if cautious.
Getting the ISO out of this par-
ticular field has always been
restricted to one of a few possible
flight paths because its climb rate
is not the same as the Space Shut-
tie's. Turning crosswind too early
menaces the upper SO feet of
smokestack; turning downwind
too early leads to a confrontation
with the rising terrain. Establish-
ing best angle of climb at liftoff
and staying there for the first few
hundred feet is standard procedure
at this field.
Lined up on the numbers into
that 18 mph breeze, the throttl e
goes in, and the little bird starts to
roll. Fuel is about half capacity; the
pilot is solo. The pilot is a Jenny
Craig weight loss enlistee who
graduated "magna gone lard. /I In
no time, the ISO pops off the run-
way and, to the delight of the pilot,
appears to climb like the Spa ce
Shuttle. An examination of hard
numbers reveals the following:
Best angle of climb (true) air-
speed: 57 mph
Rat e of climb at best angle (the
field itself was at sea level) : 680
feet per minute.
Groundspeed: 57-18 = 39 mph,
which is 3,432 feet per minute.
680 vertical feet per minute over
3,432 horizontal feet per minute is
a grade of 20%, a geometric angle
of 11 degrees . No wonder it feels
like the Space Shuttle. (11 degrees
may not seem like much on paper,
but seen from the cockpit it puts
VINTAGE AIRPLANE 7
the airplane 1,000 feet above the
far end of a S,OOO-foot runway on
climb out, which for a ISO is Space
Shuttle-like performance.)
The pilot's perception is that
this angle will carry him clear of
all obstacles easily and rapidly.
Were he to maintain runway head-
ing, he'd be clear of even the
highest surrounding terrain less
than three minutes after leaving
the runway.
But he's a little tired of the Jenny
Craig regimen and is looking for-
ward to the hundred-dollar
hamburger that awaits him 70 miles
behind him. He has to turn down-
wind at some point, because he
hasn't got enough fuel to reach his
destination by continuing straight
ahead (he's only at half capacity).
The pilot correlates his appercep-
tion of his II-degree climb geometry
with the surrounding terrain and
obstacles, and makes a judgment
about where he can safely begin a
turn to downwind and continue
climbing on course. And right there
is where he makes a mistake.
He makes his assessment based on
his present ll-degree angle of climb.
He begins his turn to downwind
400 feet high, before he's even
reached the end of the runway.
Immediately, his groundspeed be-
gins to increase dramatically. He
maintains best angle airspeed of 57
mph, and his rate of climb declines
a shade to 660 feet per minute be-
cause he's no longer at sea level.
But by the time he's established on
course heading downwind, his
groundspeed has risen to 75 mph.
Now he's traveling 6,600 feet
per minute horizontally, almost
twice as fast as he was when pro-
ceeding upwind. His vertical speed,
although essentially unchanged,
has plummeted in relation to the
horizontal speed to one tenth, in-
stead of two tenths. And instead of
ascending a grade of 20% and 11
degrees, his angle has been halved
to 10% and 5.7 degrees.
Barreling downwind twice as
fast as he was going upwind, climb-
S NOVEMBER 2001
ing at half the geometric angle, the
obstacles and terrain that at first
appeared so easily surmountable
are now suddenly and swiftly fill-
ing his windscreen.
No pilot should ever be sur-
prised. Surprise is distracting.
This pilot is surprised. He maneu-
vers quickly to avoid taking the tops
off some trees that don't need trim-
ming, only to confront high-tension
wires looming abruptly ahead. "How
can I be going so darn fast with the
nose so high in the air, and not be
climbing worth a hoot?" he won-
ders desperately. Now, ignoring the
airspeed indicator and hauling back
on the yoke, he tries to pull the air-
plane higher into the air with his
bare hands. The wires pass beneath;
ahead the far side of a ridge still
claims the sky above him. Stall warn-
ing shrieking, he turns to avoid the
ridge, but the wind carries him into
it with a soul-sickening thud.
Later, the NTSB investigation is
silent on the subject of stalling.
Did he stall? Perhaps, but whether
stalled or not, he was going to hit
that ridge. The NTSB concludes
that the pilot misjudged his rate of
climb against how fast the ground
was rising up to meet him. Did his
turn to downwind affect his air-
speed? Not a millimeter. Nor did it
affect his vertical speed. Neither of
those factors was altered by the
turn from upwind to downwind .
What did change, dramatically,
was the geometric relationship be-
tween his vertical speed and his
horizontal speed with respect to
the ground. It changed so radically
that, exactly as the NTSB surmised,
he misjudged how severely his ap-
parent climb would decline while
still amidst obstacles and terrain.
Hence, turning downwind from
upwind is dangerous . However,
three conditions must all be pres-
ent: Obstacles and rising terrain
are in the immediate vicinity, the
wind speed is a significant frac-
tion of the airplane's climb speed,
and the pilot fails to make al-
lowance for the severe flattening
of the geometric climb angle
when turning downwind.
The pilot hasn't got much con-
trol over the first two conditions,
but the third condition is one he
can control absolutely, and so long
as he never permits its presence by
taking the flattened climb angle
into account, he will avoid being
blown into a granite surprise.
As to a turn to downwind caus-
ing the air to sLow down over the
wing, true believers should argue
that point with the men who
proved it impossible-like Isaac
Newton, for one. Keep in mind that
if turns across the wind did affect
airspeed, you'd see the airspeed re-
act with every course change at
altitude, and IFR holding patterns
would require Newton's Calculus to
intercept and maintain.
MARK BAIRD SOLOED ON HIS
16TH BIRTHDAY, 31 YEARS AND
ABOUT 2 , 500 HOURS AGO. HE
OWNS TWO CESSNAS-A 1976
CESSNA 150 AND A 1954 CESSNA
180. HE'S FLOWN THE 150 AS
FAR AS NEW ORLEANS AND THE
180 TO ALL OF THE LOWER 48
STATES. HE PLANS TO EQUIP THE
180 WITH FLOATS AND FLY IT TO
ALASKA. MARK RECENTLY OB-
TAINED THE POWERPLANT PORTION
OF HIS A&P CERTIFICATE.
IT' S OFTEN UNBELIEVABLE HOW
LONG A MYTH CAN PERSIST. THE
FACING EXCERPT IS FROM THE
FLIGHT INSTRUCTOR'S MANUAL,
CIVIL AERONAUTICS BULLETIN ,
No.5, JUNE 1939 AND IT ALSO
EXPLAINS AWAY THE FAIRY TALE
OF THE "DOWNWIND TURN." Now
BEFORE SOMEONE WRITES IN AND
POINTS OUT THE ISSUES IN -
VOLVED IN A THUNDERSTORM ' S
MICROBURST, LET' S REMEMBER
WE'RE TALKING ABOUT AN AVERAGE
WINDY DAY AT THE AIRPORT, NOT
AN EXTREME EVENT. THE ORIGINAL
FORMAT AND LANGUAGE OF THE
CAA BOOK HAS BEEN PRESERVED-
VINTAGE AIRPLANE EDITOR
FLIGHT INSTRUCTOR'S MANUAL
Civil Aeronautics Bulletin No. 5
U. S. Civil Aeronautics Authority, Washington, D. C.
June 1939
Chapter V.-DOWN-WIND TURNS
As has been previously mentioned there is a
prevalent fallacy regarding the reasons for the hazard
of down-wind turns close to the ground. This results
from the belief that tbe air speed of the aircraft is af-
fected by the wind. Such is not the case. Once the
aircraft is free of the ground, only .its speed relative
to the air has any bearing on its sustentation in
flight . The velocity and direction of the wind does
affect the path of the aircraft over the ground, but
that is all.
In taxiing the velocity and direction of the wind
has a very definite effect on the aircraft and the ef-
fectiveness of the controls, because the aircraft is still
in contact witb the ground.
During down-wind turns dose to the ground, it is
noticed that when the aircraft is approximately cross
wind, it seems to hang momentarily without speed
and, as the turn is completed to the down-wind
course, the aircraft seems to pick up speed with a
rush. Both of these seeming actions are optical illu-
sions caused by watching the ground even though
the pilot is not directing his attention to it. The
speed of the aircraft relative to the ground alone is
affected: The air speed remains constant. If the air-
craft is flown properly by feel or instruments, the air
speed will not vary during the turn.
It is true that down-wind turns close to the ground
are hazardous, particularly immediately after the
take-off, but the reasons for this hazard do not in-
clude the prevalent fallacy. They are as follows:
1. Any turn, in any direction, is hazardous too
close to the ground, but a down-wind turn presents
the additional hazard of placing the pilot in the
poorest position from which to make a landing in
case of motor failure.
2. Some air speed and lift are lost in all turns, as
will be discussed under "Turns"; and unless normal
speed is maintained, this may have disastrous results
when operating too close to the ground.
3. Turns immediately following the take-off are
hazardous, due to the fact that the ship barely has
flying speed and, under these conditions, can ill af-
ford even the small loss of speed and lift which is
incident to turning alone.
4. At low speeds the ship does not respond nearly
so rapidly to the controls, and gusts may cause
trouble before the reaction of the pilot and the
sluggish action of the controls can correct for them.
s. The "reaction time" of the pilot is a serious fac-
tor when working close to the ground.
6. Ground objects create turbulence in the wind
on their leeward side.
7. There is a variation between the wind velocity
just above the ground and at 40 or SO feet altitude
due to the friction of the earth and the objects on it.
This will give the ship an additional rolling moment,
or over banking tendency, when one wing is near
the ground and the other up in the air as in a steep
bank close to the ground. This friction effect is also
true in gusts encountered in such a pOSition, which
increases the severity of their action.
8. Due to the optical illusion mentioned previously,
after completing the turn the inexpert or poorly
trained pilot will be fooled into thinking his air speed
has increased, and very frequently will try to force
the ship to climb more rapidly. This results in a
complete stall with such rapidity that the
pilot does not sense its approach due to the
lingering effects of the illusion. Complete
stalls at low altitudes invariably end in a
major disaster.
VINTAGE AIRPLANE 9
B e eLuIJ.
'Wed eowa dJ4 -!In:l00f
The gold country of the Sierras is the scene for this annual event.
By AMY PETERSON,
PHOTOS BY CHUCK SANDFORD
I
t was more than just burgs for being such gracious
coincidence that the Bel- hosts and to club member
lanca-Champion Club's Brian Farrell for arranging
Annual West Coast Fly-In the fly-out.
was held in Columbia, Cali- The Tuolumne County
fornia, in the heart of Gold Aeronautical Association
Rush Country. Blue skies fired up its grills for the Fri-
and sunshine, outstanding day evening barbecue dinner
airplanes, delightful people, The flight line of Bellancas featured a mix of the triple
and the Saturday evening
and an airport that is every tails and their more recent brethren, the Viking.
steak dinner. Its members
pilot's dream blended to-
gether to make it the mother lode of
fly-ins.
A total of 84 airplanes and approxi-
mately 160 people enjoyed the fun
and festivities during the club-spon-
sored second annual fly-in held
recently in Columbia. Nestled among
green, rolling hills, the Columbia Air-
port (022) provided a substantial, The Low-Wing People's Choice award
hard-surfaced runway and full FBO was presented to Harold and Carol
services for the fly-in participants. The Black for their 14-19-2 Cruisemaster.
adjacent grass runway was closed for Harold found it in Idaho in 1996 and re-
the weekend to provide ample park-
built it from stem to stern. The updated airframe included a Viking instrument
ing for the multitude of neatly parked
panel, McCauley prop, shoulder harnesses, and Cleveland wheels and brakes.
single tails and triple tails, nosewheels
and tailwheels. tee members for early preparation were also on hand to serve light break-
The combination of high-wing (which really was the culmination of fast and lunch fare. Their enthusiasm
Ci tabrias, Champs, Scouts, and De- months of planning). The actual fl y- was abundant, and we appreciated all
cathlons and low-wing Cruisairs, in kickoff began on Friday with the their efforts.
Cruisemasters, and Vikings might arrival and registration of participants, A number of participants pitched
seem a strange combination, but it meeting new people and renewing their tents in the adjacent shady
came about through buyouts and old friendships. campground, complete with showers
bankruptcies over the past several A flock (bevy? gaggle?) of airplanes and fire pits specifically intended for
decades. (What else is new in the took off Friday afternoon to the neigh- fly-in visitors. The rest of us less ad-
light aircraft industr y?) The one boring Pine Mountain Lake Airpark, venturesome folk enjoyed the cozy
thing we all had in common was our where Kent and Sandy Blankenburg accommodations of hotels, motels,
joy and interest in flying great air- host ed a tour through their two and bed and breakfast establishments
planes. Ranging from 6S-hp Champs hangars for guests to see their collec- in Columbia (within walking distance
to 300-hp Vikings, the production tion of beautifully restored and of the airport) or in nearby Sonora.
periods of the airplanes spanned six maintained airplanes. Highlights in- No fly-in is complete without a lit-
decades, coinciding with the relative cluded a Lockheed 12, two Luscombe tle competition, and ours was
age span of the participants. Phantoms, and a Spartan Executive, light-hearted fun with spot landing
As it is with most large gatherings, all surrounded by a remarkable dis- and flour bombing contests. Evi-
this year's event began with the early play of early aviation memorabilia. dently there was a circulating rumor
arrival of some of the fl y-in commit- Our sincere thanks to the Blanken- that concerned some of the local en-
10 NOVEMBER 200 1
lanca "birds."
This was followed
by a round-table
discussion that
focused on own-
ers' maintenance
experiences, both
good and bad in
For the High-Wing People's Choice award, the attendees
regard to prod-
picked Tom Holmes' 1940 Aeronca 65TC. It was also rec-
ucts, facilities,
ognized as the oldest aircraft in attendance. First built as a
suppliers, and
65TF, the Franklin engine was removed in 1958, and a 65-
modifications.
hp Continental was installed. Tom bought the project when
Both sessions
it was packed in a number of boxes. A real basket case, he
went about getting an education in restoration techniques, covered a wide
including a POly-Fiber covering class. Bob Seals was also range of issues
applicable to
an integral part of the restoration process.
Mike Nye of Manteca, California, re-
built his Aeronca 7AC Champ in
1997, choosing the factory color
scheme for the two-place trainer.
vironmentalists, that is, until they
were assured that we were merely
dropping sacks of ground wheat ... and
not nuking their California wildflow-
ers. With the environmentalists'
bleSSings, and the grace of a little
breeze, Veri Scheibe of St. Paul, Ore-
gon, took first place by dropping the
flour closest to the mark from his
1975 Scout. Was it practice and skill
or those vortex generators, Veri? Ron
Piercy of Moses Lake, Washington,
took home the award for landing his
Champ only 99 feet from the num-
bers in the spot landing contest.
Another important component to
every fly-in is the sharing of knowl-
edge and experiences with these
airplanes. In addition to the standard
ooohs and ahhhs, there was genuine
interest and appreciation and a sin-
cere exchange of information among
the pilots and owners. Dan Torrey,
proprietor of MARS (Mobile Aircraft
Repair Service) at the Santa Paula (CA)
Airport, led a seminar on the care and
feeding of Champions and Bel-
both high- and
low-Wing aircraft.
Everyone in general aviation ap-
preciates exemplars of beautifully
restored, maintained, and/or en-
hanced airplanes, and the
Bellanca-Champion Club does its
best to recognize the efforts of its
members. This year two outstand-
ing airplanes were selected by
member ballot to represent the
"People's Choice" for high- and
low-wing categories.
The high-wing People's Choice was
awarded to Tom Holmes for his 1940
Aeronca TC65, N26386. InCidentally,
this airplane was also awarded a
plaque for being the oldest aircraft in
attendance at the fly-in. It started its
life as a 65TF with a 65-hp Franklin
and was converted to an A65 in 1958.
The airplane had changed hands, had
moved all around the country, and
was in seven boxes at the time it was
purchased by its present owner. Tom
went to a Poly-Fiber covering class
and spent countless telephone hours
trying to track down parts for this
"complete" airplane. Bob Seals, of
Vintage Aviation in Selma, California,
was an integral part of the restoration
process, and both men are quite
pleased with the results (as they
should be!). This little beauty sports a
new wood prop, new glass and fabric,
and wheelpants. Tom is pleased to
have an airplane that he can fly
leisurely, low and slow, although he
admits he may have overdone it a lit-
tle on the "slow" side.
This year's low-wing People's
Choice award went to Harold and
Carol Black for their sleek 14-19-2
Cruisemaster, N981OB. The fly-in was
a stopover for them between their
winter home in Arizona and their
summer home in Idaho. Harold
found this plane in Idaho in 1996,
and two years later it emerged as a
complete rebuild from the tip of its
spinner to the top of its tail. Some of
its fine features include an updated
Viking panel, a McCauley prop,
Cleveland wheels and brakes, and
shoulder harnesses.
Following the Saturday evening
banquet, awards, and anecdotes, Lee
McGee was back by popular demand,
strumming and singing his original
"Ode to My Viking" (to the tune of
"Drug Store Truck Drivin' Man," with
Lee's apologies to Joan Baez). This
year Lee took a little creative license
and delighted the audience with his
tributes to the other represented air-
planes. The renditions included "Have
You Flown the Little Cruisair?" (to the
tune of "Scarborough Fair" /Simon
and Garfunkel), "Just Want to Fly My
Ci tabria" ("Motorcycle Song"/ Arlo
Guthrie), and whoopee-ti -yi-yay,
"Cruisemasters in the Sky" ("Ghost
Riders in the Sky" /Stan Jones).
Sunday morning saw the depar-
tures of many an aircraft, from the
quick and mighty to the sleek and
sassy. The committee is already brain-
storming for next year's fly-in-same
place, same time. The county officials
have indicated the possibility of a wa-
ter budget for the grass strip next year.
It just gets better and better.
The phenomenal success of the
largest gathering of Bellancas a'nd
Champions on the West Coast in
recent history was due, in part, to
the hard work of the fly-in commit-
tee, under the guidance of Ozzie
Levi. But the most noteworthy ele-
ments were the kindness, courtesy,
and safe-flying practices exhibited
by the club members and guests
who attended, It is our common in-
terest and the camaraderie among
old and new friends that makes our
ny-ins so exceptional. .......
VINTAGE AIRPLANE 11
HAT0 R MEMBERSARERESTORING
DH-60GM AVILLA
IPSY OTH BY GERRY SCHWAM
NC-919DH was built by de Hav-
illand under license in Lowell,
Massachusetts, in December 1929.
It was then delivered to Cardiff &
Peacock Aero Corp. in Bakersfield,
California, which sold the air-
plane to Leslie J. O'Day of Visalia,
California, in October 1930. The
airplane passed through a succes-
sion of owners, finally being sold
by Harlan O. Bjerke in January
1943 as salvage to the renowned
airplane dealer Arrigo Balboni.
(For unknown reasons the origi-
nal registration NC-919M was
changed at some point. Contact
with the FAA revealed that N-
919M belonged to a DC-3 that
hadn't been heard of for 25 years,
so we settled for NC-919DH.)
In February 1946 the Moth Air-
craft Company's Ed Clark returned
from WWII service. Already the
owner of two Gipsy Moths, he
purchased the remains (less en-
gine) of NC-919M for the grand
sum of $75. Having acquired
enough other parts and paper-
work, Ed set about rebuilding his
own Gipsy Moth and restoring
five others. His Moth had been
damaged due to an engine failure
WYNCOTE, PENNSYLVANIA
that occurred during the filming
of a movie.
Ed found buyers for the Moths-
to-be, but making a living and
being busy with lots of other work
slowed progress on the rebuilds.
Linley Wright of Glenn Rose, Texas,
decided to finish the work himself.
Around 1994 he purchased NC-
919DH and hauled it to Texas. At
some point he lost interest in the
project. In 1995, Linley made it
known he wanted to sell the Gipsy
project, as well as his Tiger Moth. I
purchased the entire lot.
Along with good friend Bayard
12 NOVEMBER 2001
Dupont, we trucked the Gipsy proj-
ect and the Tiger Moth to New
Garden Airport in Toughkenamon,
Pennsylvania, and set about finish-
ing what had been started so many
years ago. Six-and-a-half years of
constant work were to ensue be-
fore NC-919DH once again took to
the air on May 31, 200l.
As any of us who have ever un-
dertaken the rebuild/restoration of
an antique airplane know, it is not
a solo effort. First of all there is an
understanding wife. Then Ed Clark
who started the whole thing and
ended up rebuilding a Gipsy en-
gine for the project. Linley Wright
did some covering and was good
enough to sell me the project.
There were all the people at New
Garden, including George Smith,
who found himself enlisted as a
sheet metal man and came
through with a beautiful set of
cowlings. The cowlings in turn
were painted by Mark Denest of
Fairchild restoration fame. And fi-
nally, there was Bayard Dupont,
without whom the project would
never have come to fruition.
Was it all worth it? You bet! ......
DE HAVILLAND DH-60GM G IPSY MOTH
SPECIFICATIONS
ENGINE: GIPSY ENGINE, UPRIGHT FOUR-CYLINDER,
AIR-COOLED 90/100 HP
METAL FUSELAGE, WOODEN WINGS AND TAIL SUR-
FACES, ALL FABRIC COVERED
GROSS WEIGHT: .............. 1,600 POUNDS
TWO-PLACE I Two COCKPITS
Top SPEED: ... .. 110 MPH
CRU ISE SPEED: ..85 MPH
STALL SPEED: ...
..40 MPH
RANGE: . .2-112 HOURS
NUMBER FLYING IN THE U S A ~ ....4
NUMBER FLYING IN THE WORLD: .. 18
VINTAGE AIRPLANE 1 3
MARK GODFREY
B
en Workman was standing
in front of his Mooney Mite
and summarized one of its
few drawbacks by saying,
"It's not an airplane for guys with ei-
ther big feet or big bellies."
Ben says his urge to add a Mite to
the long, long list of aircraft he has
owned and restored started back in
1948 when he got a single flight in
one. When he landed he said to him-
self, "['m going to own one of those
some day." The airp lane seems to
have the same effect on lots of people.
The Mooney M-18 Mite is one of
those airplanes that newcomers to
16 NOVEMBER 2001
sport aviation find hard to believe is
a fully certified, factory produced
airplane. It seems almost inconceiv-
able that there was a time when an
American businessman had enough
guts to put that much time and ef-
fort into an airplane that is not only
the aeronautical definition of "cute,"
but would stretch the limits of the
definition of "utilitarian." Of course,
in 1948 someone did just that and
that someone was the always-vision-
ary, always-thinking Al Mooney. For
nearly three decades his mark was
made on aircraft from Monocoupes,
Darts, and Cadets to the famous line
of Mooney aircraft. In fact, it would
Originally powered by a 22 hp
Crosley automobile engine, cracking
crankshafts forced Mooney to go to
a certified aircraft engine. The
Workmans have a 65 hp Continen-
tal driving a fixed-pitch wood prop.
be easier to name aircraft he didn't
have a hand in than those he did.
The Mooney design philosophy
always put efficiency right at the top
of design parameters, which eventu-
ally led to lots of high aspect rati o
wings coupled to compact cabins
being dragged around by smaller
than normal engines. Of course, the
M-18 Mite (which some sources say
was originall y called the Wee Scots-
man) carried all of these factors to
their logical extreme.
Mooney's goal all those years ago
seems to still be with us today: He
wanted to design the fastest, most
economical airplane possible. This
required the smallest, lightest, and
cleanest airframe he could design
mated to the least expensive, most
fuel-efficient engine available. In
both areas, he went to extremes. The
airframe is a study in light wood
construction. It has been often said,
for instance, that anyone who
(;j

o

a:

No leaky shock struts or metal
springs to break, the Mooney Mite,
like its later four-place brethren,
uses a stackup of rubber disks to
absorb the shock of landing.
The cockpit is as simple as the
rest of the plane. A clever gear
warning system that senses the
vacuum generated by the engine's
induction system actuates the red
and white circular warning flag you
see at the top of the panel.
picked up one of the tail surfaces-
and saw how light and fragile it
appeared-would never fly the air-
plane. The tail is unique for a lot of
reasons, including the fact that it is-
n 't mounted to the airframe in the
usual fashion. The entire unit pivots
for trim and is mounted on a light
steel tube tripod that is, in turn,
bolted to the rear fuselage bulkhead
with tiny-appearing NO.3 bolts. The
entire tail, including the wood, the
steel, and the bulkhead area are now
areas of concern to restorers because
of the way seemingly minor deterio-
ration can reduce the strength
significantly.
Another of Mooney's cost-cut-
ting, efficiency-seeking moves was
to sidestep expensive aircraft en-
gines. Instead, he mounted one of
the miniscule, 22 hp Crosley en-
gines, which are best known for
propelling the little Crosley station
wagons. The engine was highly so-
phisticated in that it was a single
overhead cam design, which was
manufactured from sheet steel and
brazed together in an oven. You can
literally tuck one of these engines
under your arm and walk off with it.
In the Mite it was equipped with a
2:1 V-belt reduction unit. The first
10 airplanes were Crosley powered,
but then the gremlins that always
seem to afflict an otherwise healthy
engine, once it's mounted in an air-
plane, reared their ugly heads and
crankshafts began breaking (Crosley
reportedly switched to a cast iron
crank from a steel crank without let-
ting Mooney know). A switch was
made to the 65 hp Lycoming 0-145,
then later to the A-65 Continental.
About the time Al Mooney was
gearing up to feed airplanes into the
highly anticipated, but never real-
ized, post-war airplane market, Ben
Workman was getting out of the US-
AAF. He had worked at Curtiss
Wright's Columbus, Ohio, factory
(working on Helldivers and their ill-
fated Seagull) before entering the Air
Corps. He even had his own 40 hp J-
2 Cub during his early years in the
service. He flew 28 missions as a ra-
dio operator on board B-24's with
the 34
th
Bomb Group before going
home to decide what he'd do with
the rest of his life.
As with many returning service-
men, the GI Bill gave Ben his ratings.
He had been to mechanics' school
before entering the service, so armed
with his A & E ticket, he began work-
ing for a local FBO while getting his
flight ratings. Then he drifted into
auto repair, which led to an uphol-
stery shop, which, in turn, led to
him owning his own auto and air-
craft upholstery business. The
business is still alive and well in
Zanesville, Ohio, where it is being
run by his son, Paul, who brought
the Mite to AirVenture 200l.
Ben ran through a long list of air-
craft projects that eventually involved
his two sons, Dave and Paul. He
bought a basket case Cub and he and
his older son, Dave, restored it. They
took it to Oshkosh in 1972 where it
won Best Under 100 hp. During the
next 10 years, Ben and Dave built
and flew what they dubbed the Pitts
Sport, which was a hybrid biplane
with a 90 hp Franklin engine. During
VINTAGE AI RPLAN E 17
this time Dave restored another Cub
and most of a Tiger Moth before he
passed away in 1982.
In the late 1970s Paul beca me
more involved in the family busi-
ness and developed the same love of
aviation. After Dave passed away,
Paul and his dad went to work on a
7FC Tri-Champ, which had been
18 NOVEMBER 2001
wrecked. Besides restoring it, they
converted it to a tailwheel configura-
tion. By 1986 Paul was married with
a growing famil y so the decision was
made that he and his dad had to be-
gin working on a four-place airplane.
Enter the Aeronca Sedans.
The first Sedan came from Canada.
They restored it and fl ew it for nearl y
16 years before selling it. A year and a
half after finishing the first one, they
bought another Sedan and spent two
years restoring it. In '92 it was Grand
Champion at Middletown. It went to
the EAA's Buck Hilbert who won a
Lindy with it. The airplane currently
is owned and flown by EAA director
Verne Jobst. Vintage Airplane's editor,
H. G. Frautschy, takes care of the
Sedan and also flies it on a regular ba-
sis. When first restored, it was
probably the lowest-time Sedan in
existence, with fewer than 250 hours
on it, total time!
The Mite entered the Workmans'
lives about three years ago.
"It was advertised as being in
good shape, but the further we got
into it, the worse it looked," said
Ben Workman.
"It had set outside and moisture
had really gotten to it. Both the
front and rear bulkheads were being
held to the tail cone by nothing
more than fabric," he says. "Every-
where you looked in the lower parts
of the fuselage and wing centersec-
tion, the casein glue was coming
apart. This included the plywood
facing on the spars."
They began tearing the airplane
apart and eventually had virtually
every nut and bolt out of it in their
search for moisture damage to both
the steel tubing and the wood. This
included re-gluing most of the joints
in the fuselage and replacing much
of the wood.
"The landing gear needed lots of
work and one gear leg was bent,"
Ben says. "I didn't know it was hard-
ened and I stuck it in a vice to try
and straighten it. It was so hard that
I broke it and had to call Fred
Schmidt in Camden, Ohio, for an-
other one. He has by far the best
supply of Mite parts. That's also
where I got parts for the windshield
wiper motor that is used as the gear-
warning indicator."
The gear-warning indicator he is
referring to is the small flag, not un-
like that on a mailbox. It begins
waving if the throttle is reduced be-
Iowa certain level and the gear isn't
out. The wiper motor is driven by
vacuum tapped from the intake of
No. 1 cylinder.
"The tires were really hard to
find," Workman says. "They are four
hundred by fours and were never
FAA certified. They were certified as
'Mooney' parts. The brakes are
purely mechanical and use an ec-
centric to move the pads out. The
gear is also sensitive to rigging and
the down lock is the same mecha-
nism that locks the gear handle in
the down position. It's easy to do
wrong and this airplane has been on
its belly at least once."
The airframe did have some good
news attached to it, despite all of its
problems. "The outer wing panels,
the fuselage tubing, and most of the
tail were actually in pretty good
shape. Everything in between, how-
ever, needed lots of work."
When it came time to paint the
airplane, the Workmans, younger
and elder, didn't see eye-to-eye. "I
wanted to do it in a MODERN paint
scheme," Ben says. "But my son
wanted something more original.
We split the difference."
The finish and covering was Su-
per Flite II all the way and Ben
Workman points out that the light
gray color isn't paint, but is actually
primer that has been clear coated.
They saw the color of the primer
and both liked it. So, rather than try
to match it in paint, they just hit it
with the clear coat to protect it.
The finished airplane came in at
62S lbs and it really performs, ac-
cording to Paul. "It gets off fairly
quickly. The engine is only turning
up 2,050 rpm with that prop, but it
still only needs about 400 feet of
runway. I hold about 70 mph in the
climb which gives a solid 600 to 700
feet per minute rate of climb."
In cruise the airplane will true out
at 120 mph at 2,250 rpm. The
beauty of it, however, is that it is
burning only four to four-and-a-half
gallons per hour.
"The airplanes with the Beech-
Roby props are faster, some as high
as 135 mph. The never-exceed speed
is only 139 mph, so that's crowding
it pretty close," Paul says.
"The gear down speed is 108
mph," Paul continues, "So, you can
slow it down quickly and it needs
the drag to get it to come down.
There is no trim change when the
flaps go down, because they are cou-
pled to the tail. I use 65 to 70 mph
on final and it gets in and out of
1,800 feet of grass nicely. It does
glide well, so you have to plan the
approaches a little better than with
some airplanes."
So, now Ben Workman has that air-
plane that he once told himself he'd
own someday. The beauty is that it
only took him S3 years to do it! .......
VINTAGE AIRPLANE 19
ES
By H.G. FRAUTSCHY
/\1RVENTUR E
MUSEUM

.I
0HNS
ONS
THE S.C.JOHNSON WAX
SIKORSKY S-38 "CARNAUBA" EXHIBIT
O
ne of the EAA AirVenture
Museum's most popular
exhibits is the Sikorsky S-
38, sponsored by Wisconsin's own
S.c. Johnson company. Sam John-
son, the company's recently retired
chairman of the board, has been an
aviator since he was a young man.
His father, Herbert "H.F." Johnson,
was an adventuresome spirit. In
1935, when the world still thought
of flying as almost a daredevil stunt,
he chose to buy a Sikorsky S-38, hire
an experienced 27-year-old pilot,
E.F. Schlanser, and have himself and
a research crew flown to the Ama-
zon River basin in South America in
search of the carnauba palm tree.
The carnauba palm produces one of
the hardest natural waxes known,
and it was an essential ingredient in
every Johnson Wax product-in-
deed, in the 1930s, wax-related
products were all the company
made! Given his drive to produce
the best products possible, it was un-
derstandable that H.F. Johnson was
willing to spend the money during
the Depression to ensure his com-
pany could find and harvest a
sustainable supply of carnauba wax.
When the EAA AirVenture Mu-
seum was constructed in Oshkosh,
one of the very first benefactors to
sign up to support the project was
Sam Johnson. After sponsoring the
museum's entrance tower (where
three Christen Eagles zoom upward),
there was interest in designing an in-
teractive exhibit to commemorate
his father's pioneering business
flight. Since the mid-1980s, museum
20 NOVEMBER 2001
I , ..
;7' ,
visitors have read the
display boards on the
perimeter of the dis-
play, marveled at the
full-size replica of a
Sikorsky Amphibion
constructed by Gordy
Selke and his restora-
tion center crew, and
"ridden along" inside
the fuselage, where a
movie was created by
Dick Matt to give view- Advances in video and audio technologies make the
ers the sense they were
story of the S-38 come alive as museum visitors see
riding along with H.P.
the construction of the replica in beautifully shot
johnson in 1935. To
movie footage. In the box on the dock are hidden a
this day, my kids recall
pair of OSCillating theater lights, which give the illu-
their "rides" in the
sion of sunlight bouncing off the waves below and
Sikorsky as if they had
reflecting off the upper wings.
really been bouncing
along the waterways of the Amazon. EAA President's Council member
Still, as neat as the display was, it Buzz Kaplan changed all that. Buzz
couldn't fly, and as the years went by, was confident that his company,
Sam's desire to replicate his father's Born Again Restorations, could build
flight grew stronger. Planning to a Sikorsky S-38, if Sam really wanted
make the flight in a more modern one. In 1998, the first Sikorsky S-38
airplane, a conversation with fellow replica took to the air after three-and-
one-half years and 35,000 man-hours
The updated Johnson Wax Sikorsky
were spent on the project. In the fall
S-38 now features a trio of high-defi-
of 1998, Sam was able to retrace his
nition video screens, each showing a father's footsteps, accompanied by
different film. This screen explains
his two sons, Curt and Fisk.
the original trip, the one on the far
Over the years johnson's support
right details the construction of the
for the museum and for EAA Avia-
flying replica by Born Again Restora-
tion Foundation programs has been
tions, and the third video screen is
consistent, and earlier this year, after
mounted inside the cabin theater. visiting the museum during a board
Display boards mounted along the of directors meeting, Sam commit-
edge of the exhibit offer other details
ted to upgrading and updating the
about the original expedition.
S-38 exhibit. Even a preserved car-
~ 1
..
tDi t
\
,
.'
. ' "
Walk alongside the dock and then
step inside the replica's fuselage,
where visitors can now view an up-
dated film of the flying Sikorsky S-38
replica. The meticulously constructed
exhibit theater gives visitors the
sound and light sensations of flying
alongside and in the amazing replica.
Outside the theater a new showcase
exhibits the many products, both old
and new, that require the use of car-
nauba wax. Original containers of
various products, like 1930s paste
wax tin (facing page), are on display.
Above the display is a pair of maps
that show the route taken in 1935
and the one in 1998 by Sam, Curt,
and Fisk Johnson as they flew the
replica S-38 to South America. In the
center of the display is a computer
screen where curious visitors can en-
joy three different virtual tours of the
flying Sikorsky S-38.
nauba palm frond can look a bit
ragged after 15 years on display!
What you see on these two pages
is the result of the redesign of the
johnson Wax Sikorsky exhibit.
Come and visit it the next time you
come to Oshkosh to explore the
EAA AirVenture Museum.
For museum hours and admission
information, please call 920/426-6535
or visit http://museum.eaa.org. .......
VINTAGE AIRPLANE 21
55.
BY E.E. "BUCK" HILBERT, EAA #21 VAA #5
P.O. Box 424, UNION , IL 60180
Espritdecorps
F
he Department of Defense
(DOD) shut down all pri-
vate flying during the New
York and D.C. terrorism aftermath.
The sport aviation population
pulled together and in unison be-
lieved the shut down may have
been necessary in the eyes of the
DOD but perhaps unwarranted as
far as our type of flying was con-
cerned. The general comments ran
from "ridiculous" to "Well, we
gotta do whatever!"
Regardless, there was NO flying
for what seemed like an eternity,
and the scheduled events took a
beating. Some events were can-
One of the Stearmans that is kept at the airport/residential airpark at Poplar
celed, including the Reno Air
Grove, Illinois, taxis by as part of the revised annual picnic held at the airport.
Races, the Ryan Fly-In at San
VAA Hall of Famer Ted Koston lines everybody up for a
photo in front of a couple of examples of Boeing's best Even with the restrictions on flying, the ramp was filled with
products from World War II. local airplanes that were taxied to the ramp for display.
22 NOVEMBER 2001
Captain Dick Hill warms up the engines on the family Cessna Bobcat. The interior and engines on the T-50
were recently overhauled.
Diego, and many others. in, plus a "taxi-by" event. joyed themselves despite the cir-
cumstances. One event went on as sched-
uled ... the 20th annual picnic at
Poplar Grove Airport. Some of the
Cessna 120-140 people who were
planning to also go to the
Dunkirk, New York, annual bash
did go-they drove to New York.
This picnic fly-in became a drive-
The camaraderie was evident in
the conversations around the
table and was capped off with the
taxi-by of the DO-27, several Stear-
mans, the Cessna 140, and the
T-SO. We all had a good time. The
noise and smoke were right in
front of the crowd, yet people en-
Very little grousing went on.
The atmosphere was subdued, but
the fellowship and the sharing
were there. It 's great to be part of
the aviation family! ......
(( ~ t J . c J
K
want to see your lane or pearls of wisdom in print?
Write an article for
VINTAGE AIRPLANE
We're always looking for technical articles and photos
of your latest restoration. We can't offer you money,
but we can make you a hero among fellow
Vintage Aircraft enthusiasts!
send your submissions to:
Editor, Vintage Airplane
P.O. BOI 3086
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e-mail:
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For pOinters on
format and content
feel free to call
920-426-4825
L
ive t he adventure and
rOl11ance of the early days
of flight with Wi ll Turner,
pioneer aviator, in Chris
Davey's exciting new novel,
The Aviator's Appn.' l1rice. Will
ea rns h is wi ngs in Florida
before traveling to England to
prove hil11self as an officer in
the fledgling Roya l Flying
Corps during the tUl11ultuous opening weeks of
the First Worl d War.
Find out more aboll t Will Turner's Flight Logs
at t he companion Web site:
www.turnerlogs.com
Published by Lucky Press and available at all
fine booksellers or call: 800-345-6665
ISBN: 0-9676050-3-2 448 pages $18.95
E-mai l : books@luckypress.com
Will Turner's adventures continue with
Turner's Flight (Available early 2002)
VINTAGE AIRPLANE 23
NEWMEMBERS
Mauro Belloni ....................Oleggio, Italy
TonyMedniuk .........London, UnitedKingdom
DavidTurner ..................MapleRidge, BC
Clive Perry......................Winnipeg,MB
MikeFuller .......................Weston, ON
PeterL. Windh ....................Guelph, ON
Yves Lessard . ..................Sorel-Tracy, QC
JamesT. Bell .......................Palmer, AK
Irven F. Palmer ....................Sterling, AK
Ken Davenport ....................Newport, AR
JackLCensner ..................Sierra Vista, AZ
Robert D. Bishop ...............Tranquillity, CA
David Derby ... ......... ...........LaJolla, CA
David B. McCord .............BrownsValley, CA
RogerOrr......................SantaPaula, CA
William R. Page .............BermudaDunes, CA
GeorgeJ. Papich ...................Sonoma, CA
JoanSteinberger ....................Goleta, CA
JeffTaylor . ........ ..... ... .... ..PilotHill, CA
Aric Warner ....................Rosamond, CA
ThomasA. Watson .................Corona, CA
DougNeeley .......................Aspen, CO
Richard L. Cudney ..................Darien, CT
GaryDuhaime .....................Shelton, CT
ThomasJ. Bryant ..................Lakeland, FL
Richard G. Mahoney ................Orlando, FL
Louis A. Maniero ..................Parkland, FL
Dr. TomPeurfay .................Bradenton, FL
Earle Richardson ...................Hialeah, FL
David Branch .....................jackson, GA
GarryLynnBrown ...............Woodbury, GA
MarkAllenSelf ....................Conyers, GA
DavidTulis .... ...... ........ .. ...Atlanta, GA
RogerC. Blunk ...................Bettendorf, IA
Steve E. Thomas ......................Eagle, lD
JamesAllen ..... ...... ............ .. Peoria, IL
Bruce Wahlen......................Chicago, IL
Dr. D. MichaelWatkins ...........jacksonville, IL
Earl W. Iliff .......................... Gary, IN
DarrenK. Peck ..................Noblesville, IN
R. Neil Shaffer .......................Udall, KS
MichaelYagel ....................Raymond, KS
PaulV. Daniels ....................Ashland, KY
Brod Veillon ..................NewOrleans, LA
SamSchell,Jr. ................NewWindsor, MD
MaryF.Ward . ............. ........Brewer,ME
JamesR.Austin ................Grand Rapids, MI
24 NOVEMBER 2001
Douglas R. Bodrie .................Grosselie, MI
LawrenceFuller ....................Cabool, MI
Edward L. Hall ...................Dowagiac, MI
Kenneth H. Hecht ....................Caro, MI
StephenS. Lillyblad ............AppleValley, MN
R. T. Malone ......................Darwin, MN
DuanePoehls ...................Ham Lake, MN
ThomasO. Yates ...................Austin, MN
AlbertW. Lowe ...................St. Louis, MO
JackS. Lamb ...................Hattiesburg, MS
BrockFurstenau .....................Tilden, NE
Michael Price ....................ShortHills, NJ
LarryRundquist ................Cal-Nev-Ari, NV
JosephG.Jones .....................Berne, NY
GeoffKing ............. .........Patterson, NY
SteveVoll ......................North Rose, NY
DonaldW. Allen .................Ashtabula, OH
Chad Harrison .....................Huron, OH
GregoryA. Huber ..................Medina, OH
Eric E. Williams .....................Eaton, OH
SamuelBox ........................Stigler, OK
WalterSeely .....................Redmond, OR
JohnW. Chapman ..............Washington, PA
FrankE. Gochenauer ..........Chambersburg, PA
CharlesHaughman .................Hershey, PA
RobertC. Rust ..................Saegertown, PA
TonyBurns ....... ..............Henderson,TN
JeffS. Cattrell ............. .......Bulls Gap,TN
JimmyL. Teasley ..............Murfreesboro,TN
ThomasAubin ...................... Bangs,TX
Robert H. Card ....................Kennedy,TX
GaryT. Craze .......................Spring,TX
Richard Lee Dillman ................Conroe,TX
CharlieHanna .....................Abilene, TX
Douglas H. Hudgin . ..............CedarHill, TX
PatJorden .....................Round Rock, TX
ChrisOrsak ..................... . Seymour,TX
MichaelH. Rountree ...............Houston,TX
RobertF. Ruckman . ....... ... ........Dallas,TX
BruceA. Martin.....................Draper, VA
RichardC. Fernalld ..................Yelm, WA
William].Sjoberg ...................Yelm, WA
James B. Shannon ................La Crosse, WI
DonM. Wise .................Ravenswood, WV
Les T. Field .........................Cody, WY
DavidJ. Stoddard ................LaGrange, WY
DouglasConciatu
Sterling Heights,MI
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AVIATION UNLIMITED AGENCY
FLY-IN CALENDAR
-----------------
The following list of coming events is fllr-
nished to Ollr readers as a matter of information
only and does not constitute approval, sponsor-
ship, involvement, control or direction of any evellt
(fl y-ill, seminars, fl y market, etc.) listed. Please
send the information to f AA, Att: Vintage Air-
plane, P.O. Box 3086, Oshkosh, WI 54903-3086.
Information shollid be received fOllr months prior
to the event date.
DECEMBER 1 - Fort Pierce, FL -
EAA Ch. 908 PancakeBreakfast,
7-11 a.m. atthe EAA Hangar, St.
Lucie InternationalAirport. Info:
561/464-0538or561/489-0420.
J ANUA RY 19, 2002- Fort Pierce,
FL - EAA Ch .908 Pancake Break-
fast, 7-11 a.m. atthe EAA Hangar,
St . Luci e Internationa l Airport.
Info: 561/464-0538or561/489-
0420.
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26 NOVEMBER 2001
VAA
NEWS
CONTINUED
NO CESSNA LANDING
GEAR AD
Randy Hansen, EAA govern-
ment programs specialist, has
confirmed, in conversations with
the FAA Small Aircraft Directorate
(ACE-115W), that no airworthi-
ness directive will be issued
concerning the failure of the
spring steel landing gear installed
on the Cessna 170, 180, 185, 190,
and 195 aircraft. The FAA is satis-
fied that Cessna's technical
documentation and service bul-
letins are sufficient to get the word
out to the field regarding the
proper procedures for periodic in-
spection and maintenance of these
spring steel landing gear compo-
nents. FAA AC 43-16A dated
August 2001 includes an article is-
sued by the Directorate that
discusses the issues surrounding
the failures reported and reminds
technicians and owners that in-
spection intervals should be
followed to ensure the viability of
the parts, particu larly if the air-
plane is operated in severe
environments and/or with over-
size wheels or skis. You can read
the advisory circular online at
http://av-info.faa.gov/data/aierts/2001_08.pdf
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VINTAGE
TRADER
~
Something tobuy,
sell or trade?
ClassifiedWord Ads: $5.50 per10words,
180wordsmaximum,withboldface lead-in
onfirstline.
Classified DisplayAds:Onecolumnwide
(2.167 inches) by 1, 2, or3 inches hi gh at
$20 perinch. Blackand whiteonl y,and no
frequencydiscounts.
AdvertisingClosing Dates: )Oth ofsec-
ond month prior to desired issuedate (Le.,
January 10 istheclosingdate fortheMarch
issue). VAA reserves the right to reject any
adverti sing in confli ct with it s poli cies.
Rates coverone inserti on periss ue. Classi-
fi ed ad s ar e no t accept ed via phon e .
Payment must accompanyorder. Word ads
maybesentvia fax (920/426-4828) ore-mail
(classaris@eaa.org) usingcreditcard payment
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completeaddress, typeofcard,card number,
andexpirationdate. Make checks payabl eto
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Box 3086, Oshkosh,WI 54903-3086.
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President Vice-President
Espie 'Sutch'Joyce George Daubner
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5936Steve Court
Roanoke, TX76262
817/4919110
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EMERITUS
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MembershipServicesDirectory_
ENJOY THE MANY BENEFITS OF EAAAND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone(920) 426-4800 Fax (920) 426-4873
WebSite: http://www.eaa.organd http://www.airventure.org E-Mail: vintage@ eaa.org
EAA and Division Membership Services
800843-3612 , , . , . . . .. , . , FAX 920-4266761
(8:00 AM-7:00 PM Monday-Friday CSn
New/ renew memberships: EM, Divisions
(Vi ntage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors
(NAFI)
Address changes
Merchandise sales
Gift memberships
Programs and Activities
EM AirVenture FaxOnDemand Directory
.. , , . , , . .................. 7328856711
Auto Fuel STCs . . .. . .. , , , , .. . 9204264843
Build/ restore informati on .... . 9204264821
Chapters: locating/ organizing .. 9204264876
Education ..... . ..... , , , , , , . 9204266815
EM Air Academy
EM Scholarships
Flight Advisors information .. , . 920-4266522
Flight Instructor information .. . 920426-6801
FI yi ng Start Program, ......... 9204266847
Library Services/Research . ..... 9204264848
Medical Questions, , , ........ , 920426-4821
Technical Counselors .... . .. .. 920-426-4821
Young Eagles . . , , ...... . ..... 920-4264831
Benefits
Aircraft Financing (Textron) ". 8008511367
AUA ..... ,',., .. . .... ".,' 800-7273823
AVEMCO "", ........ .. , .. 800-638-8440
Term Life and Accidental .. , , .. 800-241-6103
Death Insurance (Harvey Watt & Company)
Editorial
Submitting article/photo; advertising informa
tion
920-4264825, . , ... .... , , FAX 9204264828
EM Aviation Foundation
Artifact Donations ... .. , , . , , , 920426-4877
Financial Support , . , . . . . . . .. 800-236-1025
MEMBERSHIPINFORMATION
EAA
Membership in the Experimental Aircraft Associ
ation, Inc. is $40 for one year, induding 12 issues of
SPORTAVIATION. 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 (orForeign Postage,)
VINTAGE AIRCRAFTASSOCIATION
Current EAA members may join the Vintage
Aircraft A5sociaton and receive VINTAGEAIR
PLANEmagazine for an additional $36 per year.
EAA Membership, VINTAGEAIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORTAVIATIONmagazine not in-
cluded). (Add$7 (orForeign Postage,)
lAC
Current EAA members may join the Interna-
tional Aerobatic Club, Inc. Division and receive
SPORTAEROBATICSmagazine for an addi
tional $40
per year.
EAA Membership, SPORTAEROBATICS
magazine and one year membership in the lAC
Division is available for $50 per year (SPORT
AVIATIONmagaZine not included). (Add $10
for Foreign Postage,)
WARBIRDS
Current EM members may join the EM War
birds of America Division and receive WARBlRDS
magaZine for an additional $35 per year.
EAA Membership, WARBIRDS magazine
and one year membership in the Warbirds Divi
sion is available for $45 per year (SPORT
AVIATION magazine not included). (Add $7 for
Foreign Postage.)
EAA EXPERIMENTER
Curr ent EAA members may receive EAA
EXPERIMENTER magaZine for an additional
$20 per year.
EM Membership and EAA EXPERIMENTER
magazine is available for $30 per year (SPORT
AVIATIONmagazine not included). (Add$8 {or
Foreign Postage.}
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or
draft drawn on a United States bank payable in
United States dollar s. Add requ ired Foreign
Postage amount for each membership.
MembershipduestoEAAand itsdivisionsare nottaxdeductibleas charitablecontributions.
Copyright 2OO1 bythe EMVi ntageAircraftAssociation
All rightsreserved.
VINTAGEAIRPLANE(I SSN 009169431IPM 1482602is publishedandowned bytheEMVintageAircraftAssociation01 theExperimentalAircraftAssociationandis publishedmonthlyatEMAviatiooCenter, 3000Poberezny
Rd., P.O.Box3086.Oshkosh,Wisconsin549033086.PeriodicalsPostagepaidat Oshkosh.Wisconsin54901 andat additionalmailingoffices. POSTMASTER:Send addresschangestoEMVintageAircraftAssociation.PO.Box3086,
Oshkosh, WI 549033086. FOREIGN ANDAPOADDRESSES - Pleaseallowat leasttwomoothsfOfdelivery01 VINTAGEAIRPLANEtoloreignandAPO addressesvia surtacemail.ADVERTISING- VintageAircraft Associatioodoes
notguaranteeorendorseanyproduct offeredthrough theadvertising. We inviteconstructivecriticism and welcomeanyreportofinferiormerchandiseobtainedthrough our advertisingso thatcorrectivemeasurescan be taken.EDITO-
RIALPOLICY:Readers are encouraged to submitstoriesandphotographs. Policyopinionsexpressedin articlesare solelythose 01 the authors. ResponsibilityIOfaccuracy in reponingrests entirelywiththeContributOf. Norenumeration
made. Materialshould be sent to:EdITor, VINTAGEAIRPLANE,PO. Box3086, Oshkosh, WI 549033086. Phone920/4264800.
The words EM, ULTRALIGHT,FLYWITH THE FIRSTTEAM,SPORT AVIATION,FOR THE LOVE OF FLYING and the logos of EM,EMINTERNATIONALCONVENTION,EMVINTAGE AIRCRAFTASSOCIATION,INTERNA
TlONALAEROBATIC CLUB,WARBIRDS OF AMERICAareregistered Iradernarf<s.THE EMSKY SHOPPE and logos 01 the EMAVIATION FOUNDATION,EMULTRALIGHT CONVENTION and EMAirVenture are trade-
marksofthe aboveassociationsand theirusebyanypersonotherthan theaboveassociation isstrictlyprohibited.
VINTAGE AIRPLANE 29
INTAGE
MER HANDISE
a.FleeceYouthVests..... $12.95
These sortfl eece vestsare avail abl ein
royal blue.grey. and green.
Statesizesm-xl.
bluesm r00587. blucIgVl0509, bluexl Vl0510
grecnsm \,10511 , greenxl Vl0514
grey SOl VI 0515, greymd \'00516. greyIgV I 0517
grepl VI0518
b. TravelMug
.............V00342 $12.95
a.
Classicstainl ess steel mugwith pl asti c
handl eand cap.Standard base l'itsmost
carCliP holdcrs.
c. LeatherVarsityJacket
..........md V00344 $229.95
............Ig \100345
............xl \100346
Leather and wool arecombinedto creat e
thi scl assicjacketwith embossedvintage
ai rpl anes and Vintage logo ontheback.
d. EmbossedDenimJacket
..... .....md \100241 $65.99
. . . . . . . . . . . .Ig V00242
. .... . . . . . . .xl V00243
............ 2x V00244
Cotton denim jacketwithVintage patch
on the[I'ontand embossedpl anes and
logo on theback.
e. PocketVest .......... $29.95
Khaki Ig\100507 xl\100493
Olh'c IgV00494 xlV00495
Great[ortraveling.thi svest helps to
keepyourhandsfree[01' usingacamera.
caringluggage01' simpl ygl'cat for around
thetown activiti es.Comes in oli ve or
khaki (notshown) .
f. CoffeeMug
..... . . ......V002:l4
EnjoyYOUI' morningcoffee
with thi sbluetrimmed
Vintagelogo mug.
ORDER ONLINE
WWW.EAA.ORG
TELEPHONE
ORDERS
800-843-361
FROM USAND CANADA
ALLOTHERS CALL
920426591 2
P.O. BOX 3086
e. f.

i.
This dark navy knit sweater has
cotton patches at the shoulder and
elbows and sports the Vintage logo.
sm V00516. md V10523
Ig V10524, xl V10525.
xxi V00517
Leather Bags
from Vintage Aircraft
embossed logo gl'aces each of
finel y CI'afted. genuine leather
bags. which come in either tan or bl ack.
h. Leather Pocket Bag . .. . V00512 $46.95
Convcni ent phone/sunglass pocket
make thi s bag a definite accessory.
Approxi mate size: 9"h x 6"w x 3"d
i. Leather Bakpak $49.95
tan V00498 black V0051 1
PerFectly sized with convenient
zippered pockets on the inside and
outside. Approximately: II "h x 9"w x 4.5"d
j. Leather Pouch. . . . . . . $21.95
rnn V00584 black VOO513
Flapped. soft leather bag has shoulder
strap. Approximate size: 7.5"h x 5"w x l.5"d
k. Leather Briefcase $79.95
rnn V00497 black V005 1 0
Crafted with a rich design. this case has
several interior pockets and goes from home
to the boal'droom in style. Approxi matel y
12"h x 16"w x 4.5"1
I. Golf Shirts . . . . . . . . . . .. $31.95
The Vintage logo golf shirt is your versatile.
comfortable. 100% combed cotton sport
shirt for almost every activity.
Seagrass
sm
xl
V00538
V0054 1
md
2x
V00539
V00542
Ig V00540
Ig V00545 xl VOO546
Maize Yellow
Sill V00555
xl V00558
md
2x
IIId
2x
V00550
V00554
V00556
V00559
Ig
Ig
V00552
VOO557
m. Woman's Blouse . . . . . . . $84.95
This lovely. cotton/poly blend shirt is trimmed
with genuine Austrian crystals and is wrinkle
free. Machine washable.
V10496 ... .. ....... Pink size 10
V10497 .. . .... . ... Black size 12
V 10498 .......... Cream size 14
n. Safari Vest . . . . . . . . . .. $39.95
black Sill V00506 black IIId VOO492
Looking for a versatile vest. this one has the
Vi ntage Logo and vent with adjustable side
belts For a comFortable fit . 100% cotton.
o. Vintage Caps ............ $12.95
Choose acolorand styleto fityour
personal taste.
Stone ....... ...........\100225
Royal Blue ..............\100355
Khaki (notshown)\100356
Olive(nul sho\\n) \100357
Red ...................\100359
Maroon.................\100438
Red w/nal'Y (notshown) \100361
Khaki w/nal'Y.............\100439
Yellowwlnavy ............\100435
NaturalwIred (notshown) \100436
Red w/black .............\100437
p. Youth Camo Shirt ....... $19.95
Sportshirtfeatures four buttoned pock-
ets and Vintage Logo. Madeof65%
1)0Iy/35%cottonand ismachine
washable. Youth sizes:
sm \100609 IlId
Ig \100611 xl
q. Ladies Scoop.neck Tee
81m . .......... \110485 $49.95
GenuineAustriacrystalsoutline the
Vintage logo on this navySpOlttee.95%
cotton/5%spandex fabl'ic holdsit's
shapeand keeps youcool.
r. Select Bound Vintage Volumes
Limited quantitiesofVintage bound
volumes are available.
1990andberore ..........$25.00
After1990...............$30.00
s. Youth Flight Jacket
$38.95
This classicjacketis sized foryoung
people.Madcofnylonwith knitcollar,
cuffs,and waist. Sportsan orangeliner.
Youth sizes: Sill \100605
md \100606 Ig \100607
t. Novelty Dolls .... , \110500 59.95
Agreatconversation piece, these doll s
lookcleverstandingbyyourai rplanc.
Appl'Oxately thl'ee feet tall.
u. Zippered Sweatshirt . , .. , 59.95
50%cottonl50%polyand machine wash-
able,this top hasan elegantoutlineal'Ound
the Vintage logowithgenuineAustrian
crystals. Comes in navyorforrestgreen.
navymd \110489 navyIg \110490
nal'Yxl \110491
greenmd \110492 greenxl \110494
MAILORDERS
P.O. BOX 3086
OSHKOSH, WI 54903-3086
O.
ORDER ONLINE
WWW. EAA.ORG
BETTER IDEA #28